A method, device and electronic equipment for high-speed rail to publish ticket price adjustment

Abstract

The application belongs to the field of railways and discloses a method, device and electronic equipment for adjusting a high-speed rail published ticket price, the method comprising: obtaining a first generalized cost and a second non-economic cost; determining a second generalized cost based on the first generalized cost and determining a second economic cost based on the second generalized cost and the second non-economic cost; determining a theoretical published ticket price based on the second economic cost and adjusting the high-speed rail published ticket price to the theoretical published ticket price. The application derives a theoretical published ticket price based on a first generalized cost of a travel mode to be compared and in combination with a second non-economic cost of a high-speed rail travel mode, and adjusts the high-speed rail published ticket price to the theoretical published ticket price, which does not need to consume a large amount of human resources, can fully consider the non-economic cost of user travel, effectively avoids the limitation of excessive dependence on a single cost factor in a traditional pricing method, improves the rationality and market competitiveness of the high-speed rail published ticket price, and improves user experience.

Description

Technical Field

[0001] This invention relates to the railway field, and more specifically, to a method, apparatus, and electronic equipment for adjusting the published ticket prices of high-speed railways. Background Technology

[0002] High-speed rail fares consist of both the published fare and the actual fare. The published fare serves as the maximum price and is the upper limit of the fare system; the actual fare is the selling price, which is determined by railway transport companies by flexibly implementing discounts within the range not exceeding the published fare, taking into account factors such as season, time of day, train class, and passenger flow changes.

[0003] Currently, the method for adjusting published high-speed rail fares is mainly based on factors such as train speed, published fares of surrounding high-speed rail lines, and the utilization rate of the high-speed rail lines. This method has the following drawbacks: On the one hand, existing methods require a large number of professionals to be stationed there for a long time. For example, the fare assessment for each route requires a dedicated team to manually collect speed data, compare fare fluctuations in surrounding areas, and calculate utilization indicators, which consumes a lot of human resources.

[0004] On the other hand, existing methods for adjusting high-speed rail ticket prices typically employ a fixed pattern, failing to fully consider users' travel preferences and their perceived value of factors such as time and comfort. This makes it difficult for adjustments to high-speed rail ticket prices to effectively address price pressures from other modes of transportation and changes in user demand, significantly impacting the user experience.

[0005] Therefore, how to reduce the human resource consumption caused by adjusting the published ticket prices of high-speed rail and improve the user experience are technical problems that need to be solved by those skilled in the art. Summary of the Invention

[0006] To address one or more deficiencies in the existing technology, this invention provides a method, apparatus, and electronic device for adjusting the published ticket prices of high-speed railways.

[0007] A method for announcing high-speed rail ticket price adjustments includes: Obtain a first generalized cost and a second non-economic cost; the first generalized cost is the generalized cost of the travel mode to be compared; the generalized cost is used to characterize the comprehensive converted value of all quantifiable costs borne by the user's travel, and the generalized cost includes economic costs and non-economic costs; the second non-economic cost is the non-economic cost of high-speed rail travel. The second generalized cost is determined based on the first generalized cost, and the second economic cost is determined based on the second generalized cost and the second non-economic cost; the second generalized cost is the generalized cost of high-speed rail travel; the second economic cost is the economic cost of high-speed rail travel. The theoretical published ticket price is determined based on the second economic cost, and the published ticket price of high-speed rail is adjusted to the theoretical published ticket price.

[0008] Optionally, obtaining the first generalized cost includes: Obtain historical ticket price data for the travel modes to be compared; The historical ticket price data is cleaned, and the average value of the cleaned historical ticket price data is determined as the first economic cost; the first economic cost is the economic cost of the travel mode to be compared. Obtain the first non-economic cost, and determine the first generalized cost based on the first economic cost and the first non-economic cost; the first non-economic cost is the non-economic cost of the travel mode to be compared.

[0009] Optionally, obtaining the first non-economic cost includes: Obtain the first travel time; the first travel time is the travel time of the travel mode to be compared, and the travel time is the time spent by the user taking the transportation corresponding to a certain travel mode; Obtain the user's revenue per unit time, and determine the first speed cost based on the first travel time and the revenue per unit time; The first non-economic cost is determined based on the first speed cost.

[0010] Optionally, obtaining the first non-economic cost includes: Obtain the first non-travel time; the first non-travel time is the non-travel time of the travel mode to be compared, and the non-travel time is used to characterize the time spent by the user in this trip excluding the travel time. Obtain the user's revenue per unit time, and determine the first convenience cost based on the first non-travel time and the revenue per unit time; The first non-economic cost is determined based on the first convenience cost.

[0011] Optionally, obtaining the first non-economic cost includes: Obtain the user's first fatigue recovery time; the first fatigue recovery time is the fatigue recovery time of the travel mode to be compared, and the fatigue recovery time is used to characterize the rest time required for the user to relieve fatigue after taking a mode of transportation; Obtain the user's revenue per unit time, and determine the first comfort cost based on the first fatigue recovery time and the revenue per unit time; The first non-economic cost is determined based on the first comfort cost.

[0012] Optionally, determining the first generalized cost based on the first economic cost and the first non-economic cost includes: Obtain the first economic weight, the first non-economic weight, and the first security credibility; the first security credibility is the security credibility of the travel mode to be compared; the first economic weight is the weight corresponding to the first economic cost, and the first non-economic weight is the weight corresponding to the first non-economic cost. Based on the first economic weight and the first non-economic weight, the first economic cost and the first non-economic cost are weighted and summed to obtain the weighted summation result. The ratio of the weighted summation result to the first security confidence level is determined as the first generalized cost.

[0013] Optionally, determining the theoretically published ticket price based on the second economic cost includes: Obtain the highest value from the historical ticket price data after data cleaning and processing, and determine the ratio of the first economic cost to the highest value as the conversion factor; The ratio of the second economic cost to the conversion factor is determined as the theoretical published ticket price.

[0014] Optionally, determining the second economic cost based on the second generalized cost and the second non-economic cost includes: Obtain the second economic weight, the second non-economic weight, and the second security credibility; the second security credibility is the security credibility of high-speed rail travel mode; the second economic weight is the weight corresponding to the second economic cost, and the second non-economic weight is the weight corresponding to the second non-economic cost; Determine the product of the second generalized cost and the second security confidence level, and determine the difference between the product and the second non-economic cost; The ratio of the difference to the second economic weight is determined as the second economic cost.

[0015] A device for publishing and adjusting high-speed rail ticket prices includes: The acquisition module is used to acquire a first generalized cost and a second non-economic cost; the first generalized cost is the generalized cost of the travel mode to be compared; the generalized cost is used to characterize the comprehensive converted value of all quantifiable costs borne by the user's travel, and the generalized cost includes economic costs and non-economic costs; the second non-economic cost is the non-economic cost of high-speed rail travel. The determining module is used to determine a second generalized cost based on the first generalized cost, and to determine a second economic cost based on the second generalized cost and the second non-economic cost; the second generalized cost is the generalized cost of high-speed rail travel; the second economic cost is the economic cost of high-speed rail travel. The price adjustment module is used to determine the theoretical published ticket price based on the second economic cost, and adjust the published high-speed rail ticket price to the theoretical published ticket price.

[0016] An electronic device, comprising: A processor and a memory, the memory being used to store at least one instruction, which, when loaded and executed by the processor, implements the method for adjusting the published ticket price of high-speed rail as described in any of the preceding embodiments.

[0017] The method for adjusting high-speed rail published fares provided in this invention includes: obtaining a first generalized cost and obtaining a second non-economic cost; determining a second generalized cost based on the first generalized cost, and determining a second economic cost based on the second generalized cost and the second non-economic cost; determining a theoretical published fare based on the second economic cost, and adjusting the high-speed rail published fare to the theoretical published fare. This invention derives the theoretical published fare based on the first generalized cost of the travel mode to be compared, combined with the second non-economic cost of the high-speed rail travel mode, and adjusts the high-speed rail published fare to this theoretical published fare. This method does not require a large amount of human resources, and can fully consider the non-economic costs of user travel, effectively avoiding the limitations of traditional pricing methods that overly rely on a single cost factor. It improves the rationality and market competitiveness of high-speed rail published fares and enhances the user experience. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of a device for adjusting published ticket prices for high-speed rail, provided in an embodiment of the present invention. Figure 2 for Figure 1 A flowchart illustrating a practical manifestation of step S01 in a method for adjusting high-speed rail ticket prices; Figure 3 A flowchart of a historical ticket price data cleaning process provided in an embodiment of the present invention; Figure 4 A flowchart illustrating another method for adjusting high-speed rail ticket prices provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of a high-speed rail ticket price adjustment device provided in an embodiment of the present invention. Detailed Implementation

[0020] To better understand the technical solution of the present invention, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0021] It should be understood that the described embodiments are merely some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0022] The terminology used in the embodiments of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms “a,” “the,” and “the” as used in the embodiments of this invention and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0023] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0024] High-speed rail fares consist of both the published fare and the actual fare. The published fare serves as the maximum price and is the upper limit of the fare system; the actual fare is the selling price, which is determined by railway transport companies by flexibly implementing discounts within the range not exceeding the published fare, taking into account factors such as season, time of day, train class, and passenger flow changes.

[0025] Currently, the method for adjusting published high-speed rail fares is mainly based on factors such as train speed, published fares of surrounding high-speed rail lines, and the utilization rate of the high-speed rail lines. This method has the following drawbacks: On the one hand, existing methods require a large number of professionals to be stationed there for a long time. For example, the fare assessment for each route requires a dedicated team to manually collect speed data, compare fare fluctuations in surrounding areas, and calculate utilization indicators, which consumes a lot of human resources.

[0026] On the other hand, existing methods for adjusting high-speed rail ticket prices typically employ a fixed pattern, failing to fully consider users' travel preferences and their perceived value of factors such as time and comfort. This makes it difficult for adjustments to high-speed rail ticket prices to effectively address price pressures from other modes of transportation and changes in user demand, significantly impacting the user experience.

[0027] Therefore, the present invention provides a method, apparatus, and electronic device for adjusting the published ticket prices of high-speed railways to solve the above-mentioned problems.

[0028] Please refer to Figure 1The flowchart below shows a method for adjusting high-speed rail ticket prices according to an embodiment of the present invention, which includes the following steps: Step S01: Obtain the first generalized cost and the second non-economic cost.

[0029] Among them, the first generalized cost is the generalized cost of the travel mode to be compared; the generalized cost is used to characterize the comprehensive converted value of all quantifiable costs borne by the user's travel, and the generalized cost includes economic costs and non-economic costs; the second non-economic cost is the non-economic cost of high-speed rail travel.

[0030] In this embodiment, to make the adjustment of high-speed rail ticket prices more reasonable and competitive, the first generalized cost and the second non-economic cost of high-speed rail travel compared to other modes of transportation can be clearly defined. The first generalized cost is the generalized cost incurred by the compared mode of transportation (e.g., air travel). Generalized cost is a comprehensive converted value representing all quantifiable costs borne by a user's travel, consisting of both economic and non-economic costs. The second non-economic cost refers to the non-economic costs included in high-speed rail travel, such as the time required to board the high-speed rail, the waiting time on the platform, and the reduction in comfort. Non-economic costs are difficult to measure directly in monetary terms, but they have a significant impact on passengers' travel decisions.

[0031] In some embodiments, the first generalized cost can be determined by collecting historical data on the travel mode to be compared. This historical data may include, but is not limited to, ticket price data, delay time data, passenger travel time data, and various service quality evaluation data. After cleaning, organizing, and standardizing the historical data, the first generalized cost is calculated using specific formulas and models. The second non-economic cost can be obtained through methods such as questionnaire analysis, measuring high-speed rail passengers' satisfaction with time, comfort, etc., and converting these factors into specific second non-economic costs.

[0032] Step S02: Determine the second generalized cost based on the first generalized cost, and determine the second economic cost based on the second generalized cost and the second non-economic cost.

[0033] Among them, the second generalized cost is the generalized cost of high-speed rail travel; the second economic cost is the economic cost of high-speed rail travel.

[0034] In this embodiment, the second generalized cost of high-speed rail travel is determined through the first generalized cost. Then, based on the second generalized cost and the second non-economic cost, the second economic cost of high-speed rail is further determined. The second economic cost is the economic cost directly incurred by the user when choosing high-speed rail travel, that is, the cost of purchasing a high-speed rail ticket when the user travels from city A to city B, which is also the high-speed rail ticket price.

[0035] This embodiment indirectly derives the second generalized cost of high-speed rail by comparing the first generalized cost, and then deducts the second non-economic cost of high-speed rail to obtain a more accurate second economic cost. This indirect derivation method can more comprehensively reflect the economic cost that users need to spend to choose high-speed rail as their mode of transportation, avoiding pricing deviations that may be caused by considering only economic costs.

[0036] In some embodiments, the second generalized cost may be determined based on the actual operating strategy of the railway transport company, for example: This allows the second generalized cost of high-speed rail travel to be the same as the first generalized cost of the travel mode to be compared, thereby ensuring the competitiveness of high-speed rail travel while maximizing the revenue of railway transportation.

[0037] Alternatively, the second generalized cost of high-speed rail travel could be made slightly lower than the first generalized cost of the travel mode being compared, in order to further enhance the competitiveness of high-speed rail travel in the market while ensuring the revenue of railway transportation.

[0038] Furthermore, the second generalized cost of high-speed rail travel can be made slightly higher than the first generalized cost of the travel mode to be compared, in order to further guarantee the revenue of railway transportation.

[0039] Step S03: Determine the theoretical published ticket price based on the second economic cost, and adjust the published high-speed rail ticket price to the theoretical published ticket price.

[0040] In this embodiment, the theoretical published ticket price for high-speed rail travel is determined based on a second economic cost. Then, the actual published high-speed rail ticket price is adjusted to the theoretical published ticket price, thus achieving standardization and marketization of the published high-speed rail ticket price.

[0041] In this embodiment, the pricing of high-speed rail tickets does not solely rely on the first economic cost, but also considers factors such as market competition and passenger demand. Therefore, by determining the theoretical published ticket price based on the second economic cost, the rationality of the published high-speed rail ticket price can be guaranteed, while also taking into account market changes and passenger demand, thereby enhancing the market competitiveness of the published high-speed rail ticket price and improving the user experience.

[0042] Based on the above technical solution, the method for adjusting the published high-speed rail ticket price provided by this invention involves obtaining a first generalized cost and a second non-economic cost; determining the second generalized cost based on the first generalized cost, and determining a second economic cost based on the second generalized cost and the second non-economic cost; determining the theoretical published ticket price based on the second economic cost, and adjusting the published high-speed rail ticket price to the theoretical published ticket price. This invention derives the theoretical published ticket price based on the first generalized cost of the travel mode to be compared, combined with the second non-economic cost of the high-speed rail travel mode, and adjusts the published high-speed rail ticket price to this theoretical published ticket price. This approach avoids the limitations of traditional pricing methods that over-rely on a single cost factor, enhances the rationality and market competitiveness of the published high-speed rail ticket price, and improves the user experience.

[0043] Building upon the above embodiments, in some embodiments, to more accurately quantify the actual travel costs of the compared travel modes and avoid the bias of single historical data, the historical fare data of the compared travel modes can be cleaned and processed to determine the average value as the first economic cost. This average value is then combined with the first non-economic cost to calculate the first generalized cost. This provides more reliable basic data for subsequent fare adjustments, ensuring that the calculation results of the first generalized cost are more representative and scientific.

[0044] Please refer to Figure 2 ,for Figure 1 A flowchart illustrating a practical manifestation of step S01 in a method for adjusting high-speed rail ticket prices is provided. The acquisition of the first generalized cost mentioned in step S01 can specifically include, for example... Figure 2 The steps shown are as follows: Step S11: Obtain historical ticket price data for the travel modes to be compared.

[0045] In this embodiment, historical fare data refers to the fare records of travel modes (such as civil aviation) compared to high-speed rail over a past period. Historical fare data includes fare information for different routes, dates, time periods, and cabin classes, reflecting the fare fluctuation patterns and overall price level of the travel modes being compared. This data forms the basis for subsequent calculations, helping to understand the fare situation of the travel modes being compared and providing a basis for subsequent calculations of the first generalized cost.

[0046] In some embodiments, historical ticket price data for the travel modes to be compared can be obtained by purchasing or subscribing to datasets provided by corresponding data service providers.

[0047] Step S12: Perform data cleaning on the historical ticket price data and determine the average value of the historical ticket price data after data cleaning as the first economic cost.

[0048] Among them, the first economic cost is the economic cost of the travel mode to be compared.

[0049] In this embodiment, data cleaning refers to the process of organizing and correcting the collected historical ticket price data, aiming to eliminate data problems such as errors, missing data, and duplication, and to ensure the accuracy and reliability of the data. By cleaning the historical ticket price data, the quality of the data can be improved, thereby enhancing the accuracy of the calculation of the first economic cost.

[0050] The first economic cost is the economic cost of the travel mode to be compared, which is obtained by averaging the historical ticket price data after cleaning. That is, the first economic cost can be calculated by formula (1): (1) in, As the primary economic cost, This represents the average of historical ticket prices after the cleaning process.

[0051] Please refer to Figure 3 This is a flowchart illustrating a historical ticket price data cleaning process provided in an embodiment of the present invention. Figure 3 As shown, the process of cleaning and processing historical ticket price data may include the following steps: Step S21: Obtain historical ticket price data.

[0052] Step S22: Perform missing value detection on the historical ticket price data and delete the records containing missing values ​​in the historical ticket price data.

[0053] Step S23: Use the box method to detect outliers in the historical ticket price data and delete the records containing outliers in the historical ticket price data.

[0054] Step S24: Convert the text-based numbers in the historical fare data into numeric types, and / or standardize the format of the date field in the historical fare data.

[0055] Step S25: Delete completely duplicate row records in the historical ticket price data.

[0056] It should be noted that there is no strict execution order between steps S22 and S25, and this embodiment does not specifically limit the execution order between steps S22 and S25.

[0057] Step S26: Generate cleaned historical ticket price data.

[0058] This embodiment performs a comprehensive data quality check on historical ticket price data, processes four main data quality issues in parallel (missing values, outliers, data types, and duplicate values), and finally outputs cleaned historical ticket price data, thereby improving the accuracy of the first economic cost calculation.

[0059] Step S13: Obtain the first non-economic cost, and determine the first generalized cost based on the first economic cost and the first non-economic cost.

[0060] The first non-economic cost is the non-economic cost of the travel mode to be compared.

[0061] In this embodiment, the first non-economic cost refers to the non-economic cost incurred by the user when selecting the travel mode to be compared, including the time value, convenience, and comfort spent by the traveler during the journey. The first generalized cost is calculated based on the first economic cost and the first non-economic cost. Combining the first economic cost and the first non-economic cost allows for a more comprehensive understanding of the true cost of the travel mode to be compared, thereby more accurately assessing its value. The calculation of the first generalized cost helps to place different travel modes under a unified value framework for comparison, making ticket pricing more reasonable.

[0062] The first generalized cost can be obtained by weighting and summing the first economic cost and the first non-economic cost. The weights can be adjusted to reflect the importance of different cost factors. The specific weighting method and weight values ​​can be adjusted and optimized according to actual circumstances.

[0063] In some embodiments, to overcome the limitations of traditional assessment methods in accurately measuring time costs, the cost of speed can be quantified by obtaining the travel time of the mode of transportation to be compared and combining it with the user's revenue per unit time. This quantification serves as a key element in assessing non-economic costs, enabling fare setting to more accurately reflect users' perception and acceptance of the value of travel time. Specifically, obtaining the first non-economic cost mentioned in step S13 may include the following steps: Step S31: Obtain the first departure time.

[0064] Among them, the first travel time is the travel time of the travel mode to be compared, and the travel time is the time spent by the user taking the corresponding means of transportation for a certain travel mode.

[0065] In this embodiment, the first travel time refers to the total time a user spends traveling from their origin to their destination using the corresponding mode of transportation, including flight / train travel time. Travel time is one of the significant costs incurred by users during their travels. Time value is economically significant for users, who may view it as an opportunity cost—that is, time that could have been used for other more valuable activities. Therefore, when assessing the first non-economic cost of the travel mode being compared, the impact of travel time on the user needs to be fully considered.

[0066] In some embodiments, historical timetable information can be obtained from the data service provider of the corresponding travel mode, and the user's departure time and arrival time can be extracted from it to determine the first travel time.

[0067] Step S32: Obtain the user's revenue per unit time and determine the first speed cost based on the first travel time and revenue per unit time.

[0068] In this embodiment, the user's revenue per unit time refers to the income the user earns within a unit of time (e.g., per hour). This value reflects the user's perception of the value of time and is an important reference indicator for measuring the premium the user is willing to pay to save travel time. The first speed cost is the economic loss caused by the time spent by the user to compare travel methods, calculated based on the first travel time and the user's revenue per unit time.

[0069] By considering users' income per unit of time, we can more accurately assess the premium users are willing to pay to save travel time, thus providing a more scientific evaluation of the speed cost of current travel modes. Assessing the speed cost helps to more accurately measure the non-economic costs of travel modes and provides a basis for fare setting.

[0070] In some embodiments, the user's revenue per unit time can be estimated based on existing publicly available data. The first speed cost can be calculated using formula (2): (2) in, For the sake of speed and cost, Revenue per unit of time for users For the first departure time, The user selects the travel distance for the mode of transportation to be compared. The travel speed of the modes of transportation to be compared.

[0071] Furthermore, the specific calculation method for the first speed cost can be adjusted according to the actual situation, such as considering the non-linear relationship of the user's time value.

[0072] Step S33: Determine the first non-economic cost based on the first speed cost.

[0073] In this embodiment, the first non-economic cost refers to the non-economic cost incurred by the travel mode to be compared, which includes the time value lost by the user due to travel, i.e., the first speed cost. Incorporating the first speed cost into the consideration of the first non-economic cost helps to more comprehensively evaluate the first generalized cost of the travel mode to be compared.

[0074] In some embodiments, to more comprehensively assess the impact of travel modes on user time and thus more accurately reflect their non-economic costs, avoiding assessment bias caused by considering only travel time, factors related to non-travel time can be incorporated. This includes the time spent by users in preparation before and after travel, waiting, and transfers, quantifying convenience costs and using this as a key element in assessing non-economic costs. This allows fare setting to more accurately reflect users' perception and acceptance of the value of non-travel time. Specifically, obtaining the first non-economic cost mentioned in step S13 may include the following steps: Step S41: Obtain the first non-travel time.

[0075] Among them, the first non-travel time is the non-travel time of the travel mode to be compared. The non-travel time is used to represent the time spent by the user in this trip other than the travel time.

[0076] In this embodiment, the first non-travel time refers to the time spent by the user who selected the travel mode to be compared during this trip, excluding the actual travel time. Non-travel time is used to characterize the time cost of the user during the travel process, excluding the actual travel time of the transportation vehicle. For example, non-travel time may include the time spent by the user in various stages such as pre-trip preparation, going to the airport / station, checking in / boarding, waiting for the airport / station, and baggage claim.

[0077] Step S42: Obtain the user's revenue per unit time and determine the first convenience cost based on the first non-travel time and the revenue per unit time.

[0078] In this embodiment, the first convenience cost is the economic loss incurred by the user due to non-travel time spent comparing different travel modes, calculated based on the user's first non-travel time and revenue per unit time. Convenience is an important consideration for users. Users are willing to pay higher fares for more convenient travel modes. Therefore, it is necessary to quantify the economic loss incurred by users due to non-travel time in order to more accurately assess the convenience value of travel modes.

[0079] In some embodiments, the first convenience cost can be calculated using formula (3): (3) in, For the sake of convenience and cost, Revenue per unit of time for users For the first non-travel time, The time spent by the user taking local public transportation in city A, where they select a mode of transportation for comparison. The time spent by the user taking local transportation to reach city B, based on the selected mode of transportation for comparison. For users, select the arrival and departure times, waiting times, etc. of the travel modes to be compared.

[0080] Furthermore, the specific calculation method for the first convenience cost can be adjusted according to the actual situation, such as considering the non-linear relationship of the user's time value.

[0081] Step S43: Determine the first non-economic cost based on the first convenience cost.

[0082] In this embodiment, the first non-economic cost refers to the non-economic cost incurred by the travel mode to be compared, which includes the time value lost by the user in preparing for the trip, i.e., the first convenience cost. Incorporating the first convenience cost into the consideration of the first non-economic cost helps to more comprehensively evaluate the first generalized cost of the travel mode to be compared.

[0083] In some embodiments, to avoid evaluation bias caused by focusing solely on time costs, the potential impact of travel mode on users' physical and mental health can be more comprehensively assessed by quantifying the rest time users need after travel, thus quantifying comfort costs and using this as a key element in evaluating non-economic costs. This allows fare setting to more accurately reflect users' perception and acceptance of the value of travel comfort. Specifically, obtaining the first non-economic cost mentioned in step S13 may include the following steps: Step S51: Obtain the user's first fatigue recovery time.

[0084] Among them, the first fatigue recovery time is the fatigue recovery time of the travel mode to be compared. The fatigue recovery time is used to characterize the rest time required for users to relieve fatigue after taking a mode of transportation.

[0085] In this embodiment, the user's first fatigue recovery time refers to the time required for a user who selected the travel mode to be compared to alleviate fatigue after taking transportation. This time reflects the rest period required for the user to return to a normal state after the trip. This data is an important indicator for evaluating the comfort of the travel mode.

[0086] Different modes of transportation, such as long-distance trains, short-haul flights, and different seating classes, have varying impacts on users' physical and mental well-being. Long-distance travel or crowded transportation often leads to fatigue, which can reduce users' quality of life and work efficiency. Assessing fatigue recovery time helps to gain a more comprehensive understanding of the impact of different modes of transportation on users, thereby enabling more scientific pricing and service optimization.

[0087] In some embodiments, the first fatigue recovery time can be determined using known publicly available data, such as data analysis based on existing user survey results.

[0088] Step S52: Obtain the user's revenue per unit time and determine the first comfort cost based on the first fatigue recovery time and revenue per unit time.

[0089] In this embodiment, the first comfort cost is the time value lost by the user due to fatigue caused by travel, calculated based on the user's first fatigue recovery time and income per unit of time. This cost reflects the time cost incurred by the user due to discomfort.

[0090] Comfort is closely related to the value of time. Users are willing to pay a premium for a more comfortable travel experience, but the upper limit of their payment depends on their income level per unit of time. By considering users' income per unit of time, we can more accurately assess what users are willing to pay to alleviate fatigue, thus more reasonably evaluating the comfort value of travel modes.

[0091] In some embodiments, the first comfort cost can be calculated using formula (4): (4) in, For the first comfort cost, Revenue per unit of time for users This is the first fatigue recovery time.

[0092] Furthermore, the specific calculation method for the first convenience cost can be adjusted according to the actual situation, such as taking into account the user's subjective preference for comfort.

[0093] Step S53: Determine the first non-economic cost based on the first comfort cost.

[0094] In this embodiment, the first non-economic cost refers to the non-economic cost incurred by the travel mode to be compared, which includes the time value lost by the user due to fatigue recovery, i.e., the first comfort cost. Incorporating the first comfort cost into the consideration of the first non-economic cost helps to more comprehensively evaluate the first generalized cost of the travel mode to be compared.

[0095] In some embodiments, to more scientifically evaluate the first generalized cost of travel modes, key parameters such as the first economic weight, the first non-economic weight, and the first safety credibility can be introduced. By weighting and summing the first economic cost and the first non-economic cost, and combining the influence of the first safety credibility, the first generalized cost can more accurately reflect the user's real needs and preferences for the compared travel modes.

[0096] As mentioned in step S13, determining the first generalized cost based on the first economic cost and the first non-economic cost can specifically include the following steps: Step S61: Obtain the first economic weight, the first non-economic weight, and the first security credibility.

[0097] Among them, the first safety credibility is the safety credibility of the travel mode to be compared; the first economic weight is the weight corresponding to the first economic cost; and the first non-economic weight is the weight corresponding to the first non-economic cost.

[0098] In this embodiment, when calculating the first generalized cost, different cost factors contribute differently to the user's value, and therefore need to be assigned different weights to more accurately reflect their importance. Safety and reliability are important factors influencing users' travel choices; safer travel methods are generally more popular with users. Therefore, this embodiment includes safety and reliability in the scope of generalized cost considerations.

[0099] In some embodiments, the first economic weight and the first non-economic weight can be determined through market research, user surveys, expert evaluations, etc., and their specific values ​​depend on the user's emphasis on economic and non-economic costs. The first security credibility can be obtained by reviewing relevant statistical data, analyzing accident rates, etc., or it can be evaluated through user reviews, media reports, etc.

[0100] Step S62: Based on the first economic weight and the first non-economic weight, perform a weighted summation on the first economic cost and the first non-economic cost to obtain the weighted summation result.

[0101] In this embodiment, the weighted summation result represents the combined impact of the first economic cost and the first non-economic cost, serving as an intermediate result in calculating the first generalized cost. Since economic and non-economic costs contribute differently to the user's value, direct summation does not accurately reflect their combined impact. By assigning different weights to the weighted summation, the importance of various cost factors can be more accurately reflected, thereby enabling a more scientific assessment of the value of travel modes.

[0102] Step S63: The ratio of the weighted summation result to the first security confidence level is determined as the first generalized cost.

[0103] In this embodiment, by dividing the weighted summation result by the security credibility, the resulting first generalized cost can more comprehensively assess the value of the mode of travel, avoiding a focus solely on economic and non-economic costs while ignoring security risks.

[0104] In some embodiments, the first generalized cost can be calculated using formula (5): (5) in, For the first generalized cost, As the primary economic weight, As the primary economic cost, The speed weight is the first non-economic weight. For the sake of speed and cost, The convenience weight is the first non-economic weight. For the sake of convenience and cost, The comfort weight is the first non-economic weight. For the first comfort cost, It is the highest level of security and trustworthiness.

[0105] In some embodiments, to make the process of setting the theoretical published ticket price more refined and controllable, and to avoid subjectivity and arbitrariness in the pricing process, step S03, which involves determining the theoretical published ticket price based on the second economic cost, may specifically include the following steps: Step S71: Obtain the highest value in the historical ticket price data after data cleaning and processing, and determine the ratio of the first economic cost to the highest value as the conversion factor.

[0106] For example, the conversion factor can be calculated using formula (6): (6) in, This is the conversion factor. As the primary economic cost, This is the highest value in historical ticket price data.

[0107] In this embodiment, to ensure the reasonableness and market competitiveness of high-speed rail ticket prices, it is necessary to compare them with historical ticket price levels. The highest value in the historical ticket price data represents the highest ticket price level allowed by the market in the past for the travel mode to be compared. By comparing the first economic cost of the travel mode to be compared with the highest value, a conversion factor can be determined to determine a reasonable upper limit for ticket prices, so as to avoid the theoretically published ticket prices being too high, causing the high-speed rail travel mode to lose its market competitiveness.

[0108] Step S72: Determine the ratio of the second economic cost to the conversion factor as the theoretical published ticket price.

[0109] For example, the conversion factor can be calculated using formula (7): (7) in, This is the conversion factor. As the primary economic cost, The ticket price was announced theoretically.

[0110] In this embodiment, the second economic cost of high-speed rail travel is divided by the conversion factor to obtain the theoretical published ticket price. This can balance the revenue of high-speed rail travel and the upper limit of market pricing, ensuring that high-speed rail ticket prices are both competitive and can guarantee the profitability of railway transportation companies.

[0111] In some embodiments, to optimize the accuracy of the calculation of the second economic cost, the determination of the second economic cost based on the second generalized cost and the second non-economic cost mentioned in step S02 may specifically include the following steps: Step S81: Obtain the second economic weight, the second non-economic weight, and the second security credibility.

[0112] Among them, the second safety credibility is the safety credibility of high-speed rail travel; the second economic weight is the weight corresponding to the second economic cost; and the second non-economic weight is the weight corresponding to the second non-economic cost.

[0113] In this embodiment, in order to more accurately calculate the second economic cost of high-speed rail travel, it is necessary to assign different weights to the second economic cost and the second non-economic cost to reflect their contribution to the second generalized cost of high-speed rail travel. Both can be determined through market research, user surveys, expert evaluations, etc., and the specific values ​​depend on the degree of importance users attach to economic and non-economic costs.

[0114] Step S82: Determine the product of the second generalized cost and the second security confidence, and determine the difference between the product and the second non-economic cost.

[0115] In this embodiment, the second generalized cost is obtained by weighting and summing the second economic cost and the second non-economic cost based on the second economic weight and the second non-economic weight, and then dividing the weighted sum by the second security credibility. The second generalized cost is a known quantity determined based on the first generalized cost. At this point, it is necessary to calculate the second economic cost, i.e., the high-speed rail ticket price, in order to determine the final published high-speed rail ticket price.

[0116] Therefore, in this embodiment, the product of the second generalized cost and the second security reliability is calculated and the difference between the product and the second non-economic cost is determined, with the aim of ultimately determining the second economic cost.

[0117] Step S83: The ratio of the difference to the second economic weight is determined as the second economic cost.

[0118] In this embodiment, the difference is the product of the second economic weight and the second economic cost. Dividing the difference by the second economic weight yields the second economic cost.

[0119] In some embodiments, the second economic cost can be calculated using formula (8): (8) in, For the second generalized cost, As the second economic weight, As the second economic cost, The speed weight is the second non-economic weight. For the second fastest cost, The convenience weight is the second non-economic weight. For the second convenience cost, The comfort weight is the second non-economic weight. For the second comfort cost, This represents the second level of security and trustworthiness.

[0120] When the first generalized cost and the second generalized cost are the same, the second economic cost can be calculated using formula (9): (9) Please refer to Figure 4 The flowchart below shows another method for adjusting high-speed rail ticket prices provided by an embodiment of the present invention, which includes the following steps: Step S91: Obtain historical ticket price data for the travel modes to be compared.

[0121] The specific implementation process of this step is the same as that of step S01, and will not be repeated here.

[0122] Step S92: Perform data cleaning on the historical ticket price data and determine the average value of the historical ticket price data after data cleaning as the first economic cost.

[0123] The specific implementation process of this step is the same as that of step S12, and will not be repeated here.

[0124] Step S93: Obtain the first travel time, the first non-travel time, the first fatigue recovery time, and the user's unit time revenue, and determine the first speed cost, the first convenience cost, the first comfort cost, and the first non-economic cost respectively.

[0125] The specific implementation process of this step is the same as that of steps S31 to S53, and will not be repeated here.

[0126] Step S94: Based on the first economic weight and the first non-economic weight, perform a weighted summation on the first economic cost and the first non-economic cost, and determine the ratio of the weighted summation result to the first security credibility as the first generalized cost.

[0127] The specific implementation process of this step is the same as that of steps S61 to S63, and will not be repeated here.

[0128] Step S95: Determine the second generalized cost based on the first generalized cost, obtain the second economic weight, the second non-economic weight, and the second security credibility, and calculate the second economic cost.

[0129] The specific implementation process of this step is the same as that of steps S81 to S83, and will not be repeated here.

[0130] Step S96: The ratio of the first economic cost to the highest value in the historical ticket price data after data cleaning is determined as the conversion factor, and the ratio of the second economic cost to the conversion factor is determined as the theoretical published ticket price.

[0131] The specific implementation process of this step is the same as that of steps S71 to S72, and will not be repeated here.

[0132] Please refer to Figure 5 This is a schematic diagram of a high-speed rail ticket price adjustment device provided in an embodiment of the present invention. Figure 5 As shown, the high-speed rail fare adjustment device may include: The acquisition module 100 is used to acquire the first generalized cost and the second non-economic cost; the first generalized cost is the generalized cost of the travel mode to be compared; the generalized cost is used to characterize the comprehensive converted value of all quantifiable costs borne by the user's travel, and the generalized cost includes economic cost and non-economic cost; the second non-economic cost is the non-economic cost of high-speed rail travel mode. The determination module 200 is used to determine the second generalized cost based on the first generalized cost, and to determine the second economic cost based on the second generalized cost and the second non-economic cost; the second generalized cost is the generalized cost of high-speed rail travel; the second economic cost is the economic cost of high-speed rail travel. The price adjustment module 300 is used to determine the theoretical published ticket price based on the second economic cost and adjust the published ticket price of high-speed rail to the theoretical published ticket price.

[0133] Based on the above embodiments, in some embodiments, the acquisition module 100 may specifically be used for: Obtain historical ticket price data for the travel modes to be compared; Historical ticket price data is cleaned and processed, and the average value of the cleaned historical ticket price data is determined as the first economic cost; the first economic cost is the economic cost of the travel mode to be compared. Obtain the first non-economic cost, and determine the first generalized cost based on the first economic cost and the first non-economic cost; the first non-economic cost is the non-economic cost of the travel mode to be compared.

[0134] Based on the above embodiments, in some embodiments, the acquisition module 100 may specifically be used for: Obtain the first travel time; the first travel time is the travel time of the travel mode to be compared, and the travel time is the time spent by the user taking the corresponding means of transportation for a certain travel mode; Obtain the user's revenue per unit time, and determine the first speed cost based on the first travel time and revenue per unit time; The first non-economic cost is determined based on the first speed cost.

[0135] Based on the above embodiments, in some embodiments, the acquisition module 100 may specifically be used for: Obtain the first non-travel time; the first non-travel time is the non-travel time of the travel mode to be compared. The non-travel time is used to represent the time spent by the user in this trip excluding the travel time. Obtain the user's revenue per unit time and determine the first convenience cost based on the first non-travel time and the revenue per unit time; The first non-economic cost is determined based on the first convenience cost.

[0136] Based on the above embodiments, in some embodiments, the acquisition module 100 may specifically be used for: Obtain the user's first fatigue recovery time; the first fatigue recovery time is the fatigue recovery time of the travel mode to be compared, and the fatigue recovery time is used to characterize the rest time required for the user to relieve fatigue after taking a mode of transportation; Obtain the user's revenue per unit time and determine the first comfort cost based on the first fatigue recovery time and revenue per unit time; The first non-economic cost is determined based on the first comfort cost.

[0137] Based on the above embodiments, in some embodiments, the acquisition module 100 may specifically be used for: Obtain the first economic weight, the first non-economic weight, and the first security credibility; the first security credibility is the security credibility of the travel mode to be compared; the first economic weight is the weight corresponding to the first economic cost, and the first non-economic weight is the weight corresponding to the first non-economic cost. Based on the first economic weight and the first non-economic weight, the first economic cost and the first non-economic cost are weighted and summed to obtain the weighted summation result. The ratio of the weighted summation result to the first level of security and reliability is defined as the first generalized cost.

[0138] Based on the above embodiments, in some embodiments, the price adjustment module 300 can specifically be used for: Obtain the highest value from the historical ticket price data after data cleaning and processing, and determine the ratio of the first economic cost to the highest value as the conversion factor; The ratio of the second economic cost to the conversion factor is determined as the theoretical published ticket price.

[0139] Based on the above embodiments, in some embodiments, the determining module 200 may specifically be used for: Obtain the second economic weight, the second non-economic weight, and the second security credibility; the second security credibility is the security credibility of high-speed rail travel mode; the second economic weight is the weight corresponding to the second economic cost, and the second non-economic weight is the weight corresponding to the second non-economic cost; Determine the product of the second generalized cost and the second security confidence level, and determine the difference between the product and the second non-economic cost; The ratio of the difference to the second economic weight is defined as the second economic cost.

[0140] This embodiment provides an electronic device, including a processor and a memory. The memory is used to store at least one instruction. When the instruction is loaded and executed by the processor, it implements the above-mentioned method for adjusting the published ticket price of high-speed rail. Its execution method and beneficial effects are similar and will not be described again here.

[0141] It should be noted that although the steps are described in a specific order above, it does not mean that the steps must be executed in the above specific order. In fact, some of these steps can be executed concurrently or even in a different order, as long as the required function can be achieved.

[0142] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A method for adjusting high-speed rail ticket prices, characterized in that, include: Obtain a first generalized cost and a second non-economic cost; the first generalized cost is the generalized cost of the travel mode to be compared; the generalized cost is used to characterize the comprehensive converted value of all quantifiable costs borne by the user's travel, and the generalized cost includes economic costs and non-economic costs; the second non-economic cost is the non-economic cost of high-speed rail travel. The second generalized cost is determined based on the first generalized cost, and the second economic cost is determined based on the second generalized cost and the second non-economic cost; the second generalized cost is the generalized cost of high-speed rail travel; the second economic cost is the economic cost of high-speed rail travel. The theoretical published ticket price is determined based on the second economic cost, and the published ticket price of high-speed rail is adjusted to the theoretical published ticket price.

2. The method according to claim 1, characterized in that, The acquisition of the first generalized cost includes: Obtain historical ticket price data for the travel modes to be compared; The historical ticket price data is cleaned, and the average value of the cleaned historical ticket price data is determined as the first economic cost; the first economic cost is the economic cost of the travel mode to be compared. Obtain the first non-economic cost, and determine the first generalized cost based on the first economic cost and the first non-economic cost; the first non-economic cost is the non-economic cost of the travel mode to be compared.

3. The method according to claim 2, characterized in that, The acquisition of the first non-economic cost includes: Obtain the first travel time; the first travel time is the travel time of the travel mode to be compared, and the travel time is the time spent by the user taking the transportation corresponding to a certain travel mode; Obtain the user's revenue per unit time, and determine the first speed cost based on the first travel time and the revenue per unit time; The first non-economic cost is determined based on the first speed cost.

4. The method according to claim 2, characterized in that, The acquisition of the first non-economic cost includes: Obtain the first non-travel time; the first non-travel time is the non-travel time of the travel mode to be compared, and the non-travel time is used to characterize the time spent by the user in this trip excluding the travel time; Obtain the user's revenue per unit time, and determine the first convenience cost based on the first non-travel time and the revenue per unit time; The first non-economic cost is determined based on the first convenience cost.

5. The method according to claim 2, characterized in that, The acquisition of the first non-economic cost includes: Obtain the user's first fatigue recovery time; the first fatigue recovery time is the fatigue recovery time of the travel mode to be compared, and the fatigue recovery time is used to characterize the rest time required for the user to relieve fatigue after taking a mode of transportation; Obtain the user's revenue per unit time, and determine the first comfort cost based on the first fatigue recovery time and the revenue per unit time; The first non-economic cost is determined based on the first comfort cost.

6. The method according to claim 2, characterized in that, The determination of the first generalized cost based on the first economic cost and the first non-economic cost includes: Obtain the first economic weight, the first non-economic weight, and the first security credibility; the first security credibility is the security credibility of the travel mode to be compared; the first economic weight is the weight corresponding to the first economic cost, and the first non-economic weight is the weight corresponding to the first non-economic cost. Based on the first economic weight and the first non-economic weight, the first economic cost and the first non-economic cost are weighted and summed to obtain the weighted summation result. The ratio of the weighted summation result to the first security confidence level is determined as the first generalized cost.

7. The method according to claim 2, characterized in that, The method of determining and publishing ticket prices based on the second economic cost theory includes: Obtain the highest value from the historical ticket price data after data cleaning and processing, and determine the ratio of the first economic cost to the highest value as the conversion factor; The ratio of the second economic cost to the conversion factor is determined as the theoretical published ticket price.

8. The method according to claim 1, characterized in that, The determination of the second economic cost based on the second generalized cost and the second non-economic cost includes: Obtain the second economic weight, the second non-economic weight, and the second security credibility; the second security credibility is the security credibility of high-speed rail travel mode; the second economic weight is the weight corresponding to the second economic cost, and the second non-economic weight is the weight corresponding to the second non-economic cost; Determine the product of the second generalized cost and the second security confidence level, and determine the difference between the product and the second non-economic cost; The ratio of the difference to the second economic weight is determined as the second economic cost.

9. A device for adjusting the published ticket price of high-speed rail, characterized in that, include: The acquisition module is used to acquire a first generalized cost and a second non-economic cost; the first generalized cost is the generalized cost of the travel mode to be compared; the generalized cost is used to characterize the comprehensive converted value of all quantifiable costs borne by the user's travel, and the generalized cost includes economic costs and non-economic costs; the second non-economic cost is the non-economic cost of high-speed rail travel. The determining module is used to determine a second generalized cost based on the first generalized cost, and to determine a second economic cost based on the second generalized cost and the second non-economic cost; the second generalized cost is the generalized cost of high-speed rail travel; the second economic cost is the economic cost of high-speed rail travel. The price adjustment module is used to determine the theoretical published ticket price based on the second economic cost, and adjust the published high-speed rail ticket price to the theoretical published ticket price.

10. An electronic device, characterized in that, include: A processor and a memory, the memory being used to store at least one instruction, which, when loaded and executed by the processor, implements the method for adjusting the published ticket price of high-speed rail as described in any one of claims 1-8.

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