Multi-level rail transit integration pricing method, device, equipment and medium

Abstract

The application relates to the technical field of rail transit, and provides a multi-level rail transit fusion pricing method, device, equipment and medium, the method comprises the following steps: converting the pricing rules of each ticket system corresponding to multi-level rail transit modes into the same pricing dimension to obtain the pricing parameters of each ticket system; dividing at least one pricing section of each OD path in a rail transit network according to different ticket system types; for each OD path, determining the section ticket price of each pricing section and determining the OD ticket price of the OD path based on the pricing parameters of the ticket system corresponding to each pricing section and the section mileage information of the pricing section; generating a ticket price parameter file based on each OD ticket price; and each level of automatic fare collection system charges passengers according to the ticket price parameter file. The multi-level rail transit fusion pricing method provided by the application realizes barrier-free transfer and one-ticket access of multi-level rail transit, and significantly improves the overall operation efficiency of the rail transit network and the user travel experience.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a multi-level rail transit integrated pricing method, device, equipment and medium. Background Technology

[0002] "Four-network integration" is a crucial component of the national transportation power strategy, aiming to construct a multi-tiered, integrated rail transit system by integrating four major networks: trunk railways, intercity railways, suburban railways, and urban rail transit. However, current pricing methods differ significantly between rail transit systems, and their independent fare systems lead to complex fare calculations for passengers traveling across networks. This inconsistent pricing model not only increases operating costs but also degrades the passenger travel experience. Therefore, a solution capable of achieving integrated pricing across multiple rail transit networks is urgently needed to improve overall operational efficiency and optimize the passenger travel experience. Summary of the Invention

[0003] This application provides a multi-level rail transit integrated pricing method, apparatus, equipment, and medium to solve the problems of low operational efficiency and poor passenger travel experience caused by the separate pricing modes of each transportation network in the prior art.

[0004] Firstly, this application provides a multi-level rail transit integrated pricing method, including: The pricing rules for each fare system corresponding to the multi-level rail transit mode are converted into the same pricing dimension to obtain the pricing parameters for each fare system. Divide the OD route formed between stations within the rail transit network into at least one fare-charging section according to different fare types. For each OD route, based on the pricing parameters of the fare system corresponding to each pricing segment and the segment mileage information, the segment fare of each pricing segment is determined. Based on the segment fare of each pricing segment, the full fare of the OD route is determined, and the full fare of the OD route is determined as the OD fare. Generate a fare parameter file based on the OD fares described above; The fare parameter file is distributed to the automatic fare collection systems of each level of rail transit, so that each automatic fare collection system can deduct the fare from the passenger's travel order according to the fare parameter file.

[0005] In one embodiment, each of the fare systems includes at least a first type of fare system, a second type of fare system, and a third type of fare system; the first type of fare system is a pricing model based on a fixed starting price, with the cost linearly increasing according to the actual mileage traveled; the second type of fare system divides the mileage into multiple mileage intervals, using a starting price covering the first mileage interval and a fare increasing in tiers for the remaining mileage intervals; the third type of fare system divides the mileage into multiple mileage intervals, using a base fare as a minimum guarantee and a fixed fare increasing for each mileage interval; the conversion of the pricing rules for each fare system corresponding to the multi-level rail transit mode into the same pricing dimension to obtain the pricing parameters for each fare system includes: For the first type of ticketing system, a first starting price and a first rate are determined for the first type of ticketing system; the first starting price and the first rate are determined as the pricing parameters for the first type of ticketing system; For the second type of ticket system, a second starting price for the second type of ticket system is determined, and a second rate for each mileage interval is determined; the second starting price and each of the second rates are determined as the pricing parameters for the second type of ticket system; For the third type of ticketing system, a third starting price for the third type of ticketing system is determined, and a third rate for each mileage interval is determined; the third starting price and each of the third rates are determined as the pricing parameters for the third type of ticketing system.

[0006] In one embodiment, dividing the OD route formed by stations within the rail transit network into at least one fare-charging segment according to different fare types includes: For any two stations within the rail transit network, the shortest path between the two stations is determined as the OD path between the two stations, and the OD path is divided into at least one segment using the transfer station as the dividing point; if adjacent segments in each segment belong to the same fare system type, the adjacent segments are merged to obtain at least one fare segment.

[0007] In one embodiment, determining the segment fare for each pricing segment based on the pricing parameters of the fare system corresponding to each pricing segment and the segment mileage information, determining the full fare for the OD route based on the segment fare for each pricing segment, and determining the full fare for the OD route as the OD fare includes: For the first pricing segment in each of the aforementioned pricing segments, the starting price of the fare system corresponding to the first pricing segment is determined as the starting price of the OD route; based on the fare rate and segment mileage information of the fare system corresponding to the first pricing segment, the segment fare of the first pricing segment is determined; For each of the aforementioned pricing segments, excluding the first pricing segment, the fare for the remaining pricing segments is determined based on the fare rate and segment mileage information corresponding to the fare system of the remaining pricing segments. The starting price of the OD route, the fare of the first priced segment, and the fare of the remaining priced segments are added together and rounded down to obtain the full fare of the OD route, and the full fare of the OD route is determined as the OD fare.

[0008] In one embodiment, determining the fare for the first priced segment based on the fare rate and segment mileage information corresponding to the fare system of the first priced segment includes: If the fare system corresponding to the first fare segment is the first type of fare system, then the fare for the first fare segment is determined based on the segment mileage information of the first fare segment and the first fare rate. If the fare system corresponding to the first fare segment is the second type of fare system, then when the first fare segment does not exceed the first mileage interval, the fare for the first fare segment is determined to be 0; when the first fare segment exceeds the first mileage interval, the fare for the first fare segment is determined based on the second rate and mileage information of each remaining mileage interval; wherein, each remaining mileage interval is the mileage interval other than the first mileage interval among multiple mileage intervals; If the fare system corresponding to the first fare segment is the third type of fare system, then the fare for the first fare segment is determined based on the third rate of each mileage interval and the mileage information of the segment.

[0009] In one embodiment, determining the fare for the remaining pricing segments based on the fare rates and segment mileage information corresponding to the fare system for the remaining pricing segments includes: If the fare system corresponding to the remaining fare segments is the first type of fare system, then the fare for the remaining fare segments is determined based on the segment mileage information of the remaining fare segments and the first fare rate. If the remaining pricing segments correspond to the second type of fare system, then the segment fare for the remaining pricing segments is determined based on the second rate and segment mileage information for each mileage segment. If the remaining pricing segments correspond to the third type of fare system, then the segment fare for the remaining pricing segments is determined based on the third rate and segment mileage information for each mileage interval.

[0010] In one embodiment, before integrating the various OD fares into a fare parameter file, the method further includes: For OD pairs in both directions, update the corresponding two OD fares to the lowest of the two OD fares.

[0011] Secondly, this application also provides a multi-level rail transit integrated fare calculation device, comprising: The pricing rule conversion module is used to convert the pricing rules of various fare systems corresponding to multi-level rail transit modes into the same pricing dimension, so as to obtain the pricing parameters of each fare system. The pricing section division module is used to divide the OD path formed between stations in the rail transit network into at least one pricing section according to different fare types. The traffic integration pricing module is used to determine the segment fare for each OD route based on the pricing parameters of the corresponding fare system and the segment mileage information of each pricing segment, determine the full fare of the OD route based on the segment fare of each pricing segment, and determine the full fare of the OD route as the OD fare. The fare parameter file generation module is used to generate a fare parameter file based on each of the aforementioned OD fares; The fare parameter file distribution module is used to distribute the fare parameter file to the automatic fare collection systems of each level of rail transit, so that each automatic fare collection system can deduct fares from passenger travel orders according to the fare parameter file.

[0012] Thirdly, this application provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the steps of any of the above-described multi-level rail transit integrated pricing methods.

[0013] Fourthly, this application also provides a non-transitory computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of any of the above-described multi-level rail transit integrated pricing methods.

[0014] The multi-level rail transit integrated pricing method, device, equipment, and medium provided in this application unify the pricing dimensions of different fare systems, divide the OD route pricing sections according to fare type, calculate fares by section and integrate them to generate the full route fare. Finally, a unified fare parameter file is generated and distributed to automatic fare collection systems at all levels. The automatic fare collection systems deduct fares for the entire journey according to the fare parameter file. This breaks down the barriers of independent pricing for different rail transit networks, realizes barrier-free transfer and one-ticket access for multi-level rail transit modes, significantly improves the overall operational efficiency of the rail transit network, greatly simplifies the ticketing process for passengers traveling across lines, and enhances the user travel experience. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is one of the flowcharts of the multi-level rail transit integrated pricing method provided in this application.

[0017] Figure 2 This is the second flowchart of the multi-level rail transit integrated pricing method provided in this application.

[0018] Figure 3 This is a schematic diagram illustrating the changing trends of ticket prices for urban rail transit and intercity railways provided in this application.

[0019] Figure 4 This is a schematic diagram of the ticket system conversion process provided in this application.

[0020] Figure 5 This is a schematic diagram of the shortest path calculation process provided in this application.

[0021] Figure 6 This is a flowchart of the shortest path information processing provided in this application.

[0022] Figure 7 This is a schematic diagram of the OD route fare calculation process provided in this application.

[0023] Figure 8 This is a schematic diagram of the pricing process for the "mileage-based" ticketing system provided in this application.

[0024] Figure 9 This is one of the schematic diagrams of the pricing process for the "mileage-based pricing" ticket system provided in this application, which charges an additional fee for each additional fixed mileage.

[0025] Figure 10 This is a schematic diagram of the pricing process for the "mileage-based pricing" system, which charges an additional fee for every additional kilometer provided in this application.

[0026] Figure 11 This is the second schematic diagram of the pricing process for the "mileage-based pricing" ticket system provided in this application, which charges an additional fee for each additional fixed mileage.

[0027] Figure 12 This is a schematic diagram of the multi-level rail transit integrated pricing device provided in this application.

[0028] Figure 13 This is a schematic diagram of the structure of the electronic device provided in this application. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0030] The terms "first," "second," etc., used in this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein.

[0031] The following is combined Figures 1-13 This application describes the multi-level rail transit integrated pricing method, apparatus, equipment, and medium provided.

[0032] The multi-level rail transit fusion pricing method provided in this application embodiment can be implemented based on a multi-level rail transit fusion pricing device. Therefore, this application embodiment uses a multi-level rail transit fusion pricing device as the execution subject to describe the multi-level rail transit fusion pricing method.

[0033] Combination Figure 1 and Figure 2 , Figure 1 This is one of the flowcharts illustrating the multi-level rail transit integrated pricing method provided in this application. Figure 2 This is the second flowchart of the multi-level rail transit integrated pricing method provided in this application.

[0034] like Figure 1 As shown, the multi-level rail transit integrated pricing method includes the following steps: Step 101: Convert the pricing rules of each fare system corresponding to the multi-level rail transit mode into the same pricing dimension to obtain the pricing parameters of each fare system.

[0035] Specifically, "four-network integration" refers to the fare system integration of four major transportation networks: trunk railways, intercity railways, suburban railways, and urban rail transit. This multi-level rail transit fare system integration can be put into practice. Currently, some intercity railways operating as subways adopt a public transport-like operation mode consistent with urban rail transit, providing the possibility for fare system integration of urban rail transit and intercity railways. This application's embodiment describes the fare system integration of urban rail transit and intercity railways as an example. Of course, fare systems for other levels of rail transit, such as trunk railways and suburban railways, can also be introduced to achieve full network integration.

[0036] Currently, some cities' urban rail transit fare systems adopt a tiered pricing system based on distance, where the starting price includes a certain distance, and additional charges are applied for each additional fixed distance or for each additional kilometer beyond that distance, as detailed in Table 1 below.

[0037] Table 1 Urban Rail Transit Fare System

[0038] Currently, some cities' intercity railways use a "mileage-based pricing" system, with a starting price of 5 yuan and an additional 0.6 yuan for each additional kilometer.

[0039] The differences in fare systems between urban rail transit and intercity railways are as follows: 1. The starting price and per-kilometer fare rate of intercity railways are higher than those of urban rail transit. 2. In urban rail transit fare systems, there are cases where fares are the same within the same mileage range, meaning that the fares for adjacent O (starting station) and D (ending station) pairs may be the same; in intercity railway fare systems, there is no such situation, and the fares for adjacent OD pairs are different.

[0040] Its ticket price varies with distance, such as Figure 3 As shown, Figure 3 This is a schematic diagram illustrating the changing trends of ticket prices for urban rail transit and intercity railways provided in this application.

[0041] The mainstream strategies for integrating different fare systems in rail transit using existing technologies can be divided into two categories, as follows: 1. Unified fare system: Urban rail transit and intercity railways adopt the same fare system. The starting fare is not recalculated when transferring between different levels, and the mileage is calculated continuously. 2. Segmented pricing: Urban rail transit and intercity railways are priced separately. When transferring between different levels, the starting price can be recalculated, and the mileage is calculated separately.

[0042] The above two strategies prioritize consistent fares for both forward and reverse OD pairs, but they have the following problems: 1. The characteristics of different levels of rail transit were not considered. The construction and operating costs of urban rail transit and intercity railways differ. Urban rail transit serves the commuting needs within the city center and receives government subsidies; intercity railways connect the city center with surrounding areas and provide long-distance transportation between cities, and do not receive government subsidies. Regardless of whether an existing fare system is adopted or a new, more reasonable fare system is developed to achieve fare uniformity, it is impossible to guarantee fair revenue distribution between urban rail transit and intercity railways. 2. Poor passenger experience. Segmented fare calculation requires specifying the passenger's exact transfer points for different modes of transportation. Current technology requires passengers to record these transfer points by swiping their cards, which essentially fails to achieve seamless transfers. While some tickets can achieve seamless information retrieval through near-field communication (NFC) technology, it cannot replicate the seamless information retrieval of existing physical cards. The sheer number of existing cards makes replacement impossible in the short term, resulting in significant differences in travel experience and fares among different passengers.

[0043] Therefore, considering the differences in construction and operation costs per kilometer between urban rail transit and intercity railways, the existing fare rules for different tiers of rail transit are accepted. Urban rail transit uses a tiered fare system based on distance traveled, while intercity railways use a fare system based on distance traveled. To integrate the fare systems of urban rail transit and intercity railways, it is necessary to unify the pricing methods of distance traveled and distance traveled, standardizing them to the same pricing unit. Different pricing rules and parameters should be applied under different fare systems. When a single trip involves transfers between different tiers of rail transit lines, the mileage of the later segment recognizes the accumulated mileage of the previous segment, and fare calculation does not restart after the transfer. If a fare system is switched after the transfer, the fare will be calculated continuously according to the relevant rules of the switched fare system.

[0044] Step 102: Divide the OD path formed by the stations in the rail transit network into at least one fare-charging section according to different fare types.

[0045] Specifically, the rail transit networks at different levels are integrated through transfer stations, and the integrated network is regarded as a static large-scale network at the same level, namely the rail transit network.

[0046] Without considering the impact of factors such as accessible transfer distances at different levels of rail transit and real-time vehicle operation status on passenger route selection, the default route chosen by passengers is the one with the shortest travel distance. Using actual inter-station mileage as the basic data, a static adjacency matrix of the rail network is constructed. The shortest travel distance path for each origin-destination (OD) within the rail transit network is traversed and calculated, and this path is used as the unique OD path for fare calculation.

[0047] The OD route is divided into at least one fare segment according to different fare types, and the segment mileage information of each fare segment is recorded. At least the start mileage and end mileage of the fare segment must be included. The mileage within the fare segment can be obtained by subtracting the start mileage from the end mileage.

[0048] Step 103: For each OD route, based on the pricing parameters and mileage information of the fare system corresponding to each pricing segment, determine the segment fare of each pricing segment, determine the full fare of the OD route based on the segment fare of each pricing segment, and determine the full fare of the OD route as the OD fare.

[0049] Step 104: Generate a fare parameter file based on each of the OD fares.

[0050] Specifically, for each fare segment on the OD route, the segment fare is calculated according to the fare rules of its corresponding fare system, based on the fare system's pricing parameters and the segment's mileage information. This allows different rail transit fare systems to calculate fares according to their respective rules, effectively accommodating fare differences between different rail transit systems, achieving a more flexible and reasonable pricing method, while ensuring fair revenue distribution among different rail transit systems. Then, the segment fares of each fare segment are summed and rounded down to the nearest cent to obtain the full fare for the OD route, which is then used as the OD fare.

[0051] Repeat the above steps multiple times until all origin-destination (OD) fares within the rail transit network are calculated, resulting in a complete fare matrix. Then, convert the two-dimensional fare matrix into one-dimensional fare data in the format of [originating station number, destination station number, OD fare], thereby generating a static fare parameter file.

[0052] Step 105: Distribute the fare parameter file to the automatic fare collection systems of each level of rail transit, so that each automatic fare collection system can deduct the fare from the passenger's travel order according to the fare parameter file.

[0053] Specifically, the fare parameter file is distributed to the automatic fare collection and inspection systems of various levels of rail transit, such as the clearing system and turnstiles. Each automatic fare collection and inspection system parses the fare parameter file and loads the fare data into memory or a database.

[0054] Physical tickets are accessed via gates and other terminals, which read the station information (entry and exit stations). The terminals then query the loaded fare data in real time, quickly retrieve the corresponding static fare, generate a passenger travel order, and deduct the fare. Electronic tickets, such as those with QR codes, are accessed via gates and other terminals. The clearing system matches the travel itinerary, queries the loaded fare data in real time, quickly retrieves the corresponding static fare, generates a passenger travel order, and deducts the fare.

[0055] The multi-level rail transit integrated pricing method provided in this application unifies the pricing dimensions of different fare systems, divides the OD route pricing sections according to fare system type, calculates fares by section and integrates them to generate the full route fare. Finally, a unified fare parameter file is generated and distributed to automatic fare collection systems at all levels. The automatic fare collection systems deduct fares for the entire journey according to the fare parameter file. This breaks down the barriers of independent pricing for different rail transit networks, realizes barrier-free transfer and one-ticket access for multi-level rail transit modes, significantly improves the overall operational efficiency of the rail transit network, greatly simplifies the ticketing process for passengers traveling across lines, and enhances the user travel experience.

[0056] In one embodiment, each of the aforementioned fare systems includes at least a first type of fare system, a second type of fare system, and a third type of fare system; the first type of fare system is a pricing model based on a fixed starting price, with the cost linearly increasing according to the actual mileage traveled; the second type of fare system divides the mileage into multiple mileage intervals, using a starting price covering the first mileage interval, and the remaining mileage intervals are priced in tiered increments based on mileage; the third type of fare system divides the mileage into multiple mileage intervals, using a base fare as a minimum guarantee, and each mileage interval is charged an additional fixed mileage increment. Based on step 101, the conversion of the pricing rules for each fare system corresponding to the multi-level rail transit mode into the same pricing dimension to obtain the pricing parameters for each fare system includes: For the first type of ticketing system, a first starting price and a first rate are determined for the first type of ticketing system; the first starting price and the first rate are determined as the pricing parameters for the first type of ticketing system; For the second type of ticket system, a second starting price for the second type of ticket system is determined, and a second rate for each mileage interval is determined; the second starting price and each of the second rates are determined as the pricing parameters for the second type of ticket system; For the third type of ticketing system, a third starting price for the third type of ticketing system is determined, and a third rate for each mileage interval is determined; the third starting price and each of the third rates are determined as the pricing parameters for the third type of ticketing system.

[0057] Specifically, urban rail transit adopts a "distance-based pricing" system, while intercity railways use a "distance-based pricing" system. Therefore, each fare system for multi-tiered rail transit systems includes at least two types: "distance-based pricing" and "distance-based pricing." The "distance-based pricing" system is further subdivided into two methods: charging an additional fee for each additional fixed mileage and charging an additional fee for each additional kilometer. The "distance-based pricing" system is referred to as the first type of fare system, which uses a fixed starting price as a base and linearly accumulates the cost based on the actual distance traveled. The "distance-based pricing" system, which charges an additional fee for each additional fixed mileage, is referred to as the second type of fare system. The second type of fare system divides the mileage into multiple mileage intervals, using a starting price to cover the first mileage interval, with subsequent intervals priced progressively based on mileage increments. The "distance-based pricing" system, which charges an additional fee for each additional kilometer, is referred to as the third type of fare system. The third type of fare system divides the mileage into multiple mileage intervals, using a base fare as a minimum guarantee, with each interval priced based on an additional fixed mileage increment.

[0058] The pricing rates for Type 1, Type 2, and Type 3 fare systems will all be converted to a "yuan / km" rate. Simultaneously, the starting price for "mileage-based pricing," which adds a surcharge for each additional fixed mileage, will be converted. Using the current fare system types as a reference, the starting price and fare rates for each section are set as shown in Table 2 below.

[0059] Table 2. Starting price and fare settings for each ticket system

[0060] Table 2 provides the first starting price and first fare rate for the first type of fare system, the second starting price and second fare rate for each mileage interval for the second type of fare system, and the third starting price and third fare rate for each mileage interval for the third type of fare system. The first starting price and first fare rate are used as the pricing parameters for the first type of fare system, the second starting price and second fare rate for each mileage interval are used as the pricing parameters for the second type of fare system, and the third starting price and third fare rate for each mileage interval are used as the pricing parameters for the third type of fare system.

[0061] For reference Figure 4 , Figure 4 This is a schematic diagram of the ticket system conversion process provided in this application.

[0062] This application embodiment unifies the pricing rules of various fare systems corresponding to multi-level rail transit modes into the same pricing dimension. This not only fully preserves the original pricing logic and pricing rules of different rail transit modes, but also standardizes the pricing logic of different fare systems, providing a basic support for the subsequent integrated pricing of multi-level rail transit.

[0063] In one embodiment, based on step 102, dividing the OD path formed between stations within the rail transit network into at least one fare segment according to different fare types includes: For any two stations within the rail transit network, the shortest path between the two stations is determined as the OD path between the two stations, and the OD path is divided into at least one segment using the transfer station as the dividing point; if adjacent segments in each segment belong to the same fare system type, the adjacent segments are merged to obtain at least one fare segment.

[0064] Combination Figure 5 and Figure 6 , Figure 5 This is a schematic diagram of the shortest path calculation process provided in this application. Figure 6 This is a flowchart of the shortest path information processing provided in this application.

[0065] Specifically, a station adjacency matrix is ​​constructed based on each station within the rail transit network to represent the connection relationships between stations.

[0066] If two stations are the same station or a barrier-free transfer station, the matrix value between the two stations is set to 0; if the two stations are adjacent stations, the matrix value between the two stations is set to the distance between the stations, such as 10 kilometers; if the two stations are not adjacent, the matrix value between the two stations is set to a maximum number, thus obtaining the complete station adjacency matrix.

[0067] Starting from the first station, each station is used as the starting station in turn. The next station of the current station is found through the adjacency matrix. If the station is reachable, the path information (such as "station A → station B") and distance (such as 10 kilometers) are recorded. If the station is not reachable, the station is skipped and the search continues to the next station.

[0068] If the path distance found in this search is less than the distance of a previously recorded path with the same origin and destination (OD), then update the path information; otherwise, discard the current path. The search for the current starting station ends when all adjacent stations have been traversed and no new paths can be found.

[0069] Once all sites have completed their search as starting points, the process ends, and the origin-destination (OD) paths between the sites are obtained. The next step is to divide each OD path into pricing segments.

[0070] Extract the first OD route information from the list of pending OD routes, such as "OD route 1: A→B→C→D". Divide the OD route using transportation mode transfer stations as cutting points, such as the segments "A→B", "B→C", and "C→D" after division. Determine the fare system for each segment within the OD route information in sequence: Check if the fare system of each adjacent segment in the route is the same. If adjacent segments have the same fare system, the segments are counted continuously according to the same pricing rule, and the start mileage of the previous segment and the end mileage of the next segment are merged into a continuous pricing segment. If adjacent segments have different fare systems, the segments are counted separately according to their corresponding pricing rules, and the start mileage and end mileage of each segment are recorded as separate pricing segments. For example, the ticketing system for section A→B is "Type 1 ticketing system", the ticketing system for section B→C is "Type 1 ticketing system", and the ticketing system for section C→D is "Type 2 ticketing system". Since the ticketing system types for sections A→B and B→C are the same, these two sections are merged into a single pricing section A→B→C. Section C→D has a different ticketing system type than sections A→B and B→C, so this section is a separate pricing section C→D.

[0071] Repeat the process until the start and end mileage records for all segments are completed, and mark the fare system for the fare segment.

[0072] Determine if there is any unprocessed OD path information. If so, take the next OD path information and repeat the above processing steps until all pricing segment information of the shortest path for all ODs is obtained, and the process ends.

[0073] This application embodiment determines the OD path based on the shortest path, divides the area into segments using transfer stations as cutting points, and merges adjacent segments with the same fare system. Ultimately, the OD path is divided into multiple fare segments with different fare systems. Each fare segment is charged independently according to the fare rules of its corresponding fare system. While ensuring the accuracy and rationality of the fare calculation, the fare calculation efficiency is improved, providing a reliable solution for subsequent multi-level rail transit integrated fare calculation.

[0074] In one embodiment, based on step 103, determining the segment fare for each pricing segment based on the pricing parameters and segment mileage information corresponding to each pricing segment, determining the full fare for the OD route based on the segment fare for each pricing segment, and determining the full fare for the OD route as the OD fare, includes: For the first pricing segment in each of the aforementioned pricing segments, the starting price of the fare system corresponding to the first pricing segment is determined as the starting price of the OD route; based on the fare rate and segment mileage information of the fare system corresponding to the first pricing segment, the segment fare of the first pricing segment is determined; For each of the aforementioned pricing segments, excluding the first pricing segment, the fare for the remaining pricing segments is determined based on the fare rate and segment mileage information corresponding to the fare system of the remaining pricing segments. The starting price of the OD route, the fare of the first priced segment, and the fare of the remaining priced segments are added together and rounded down to obtain the full fare of the OD route, and the full fare of the OD route is determined as the OD fare.

[0075] Combination Figure 7 , Figure 7 This is a schematic diagram of the OD route fare calculation process provided in this application.

[0076] Specifically, the system obtains information such as the fare type identifier, start mileage, and end mileage for the first fare segment. Based on the fare type identifier, it determines the fare type for the first fare segment, and different fare types use different pricing rules.

[0077] The starting price is the basis for calculating the fare for a single trip. It usually corresponds to the fixed cost at the beginning of the trip, and the starting rules differ for different ticket systems. Therefore, the ticket system type of the first priced segment directly determines the amount of the starting price and the subsequent pricing rules, and is the core starting point for calculating the fare for the entire trip.

[0078] If the fare system for the first fare segment is the first type of fare system, then the first starting price F will be... A The starting price for the OD route is calculated according to the pricing rules of the first fare type; if the fare type for the first fare type is the second fare type, then the second starting price F is... S The starting price for the OD route is calculated according to the pricing rules of the second-type fare system, and the segment fare for the first fare segment is calculated accordingly; if the fare system for the first fare segment is the third-type fare system, then the third starting price F is used. SA As the starting price for the OD route, the fare for the first priced segment is calculated according to the pricing rules of the third type of ticketing system.

[0079] The principle of fare integration clearly states that "the fare will not start again after a transfer". This means that the starting price of the first fare segment has already covered the initial travel cost, and subsequent fare segments only calculate the mileage cost. This ensures that the cost differences between different levels of rail transit are reflected in the fare, while avoiding passengers paying the starting price multiple times due to transfers.

[0080] If the remaining fare segments are priced under Type I fare system, the fare for the remaining fare segments shall be calculated according to the pricing rules of Type I fare system; if the remaining fare segments are priced under Type II fare system, the fare for the remaining fare segments shall be calculated according to the pricing rules of Type II fare system; if the remaining fare segments are priced under Type III fare system, the fare for the remaining fare segments shall be calculated according to the pricing rules of Type III fare system.

[0081] Finally, after calculating fares for all pricing segments, the fares for each segment are summed and rounded down to the nearest quantile to obtain the total fare for the OD route. This total fare is then used as the OD fare. The summation must adhere to the principle of rounding down to the nearest quantile to ensure that the fare result conforms to pricing standards and is practically feasible.

[0082] This application embodiment uses the first fare segment as the unified starting price for the entire OD route. The remaining fare segments are calculated according to the fare rules of the corresponding fare system and then accumulated and rounded. This not only follows the fare rules of different fare systems and ensures that the revenue calculation logic of each rail transit system is consistent with the original rules, but also avoids the problem of repeatedly calculating the starting price when transferring between different fare systems or different segments. This significantly reduces the ticketing costs for passengers traveling across different transportation modes and ensures that the fare calculation is both scientific and fair.

[0083] In one embodiment, determining the fare for the first fare segment based on the fare rate and segment mileage information corresponding to the fare system of the first fare segment includes: If the fare system corresponding to the first fare segment is the first type of fare system, then the fare for the first fare segment is determined based on the segment mileage information of the first fare segment and the first fare rate. If the fare system corresponding to the first fare segment is the second type of fare system, then when the first fare segment does not exceed the first mileage interval, the fare for the first fare segment is determined to be 0; when the first fare segment exceeds the first mileage interval, the fare for the first fare segment is determined based on the second rate and mileage information of each remaining mileage interval; wherein, each remaining mileage interval is the mileage interval other than the first mileage interval among multiple mileage intervals; If the fare system corresponding to the first fare segment is the third type of fare system, then the fare for the first fare segment is determined based on the third rate of each mileage interval and the mileage information of the segment.

[0084] Specifically, when the fare system corresponding to the first fare segment is the first type of fare system, refer to Figure 8 , Figure 8 This is a schematic diagram of the pricing process for the "mileage-based" fare system provided in this application; when the first fare segment corresponds to the second type of fare system, refer to... Figure 9 , Figure 9 This is one of the schematic diagrams illustrating the pricing process for the "mileage-based pricing" system, which adds a fee for each additional fixed mileage step provided in this application; when the first pricing segment corresponds to a third-type pricing system, refer to... Figure 10 , Figure 10This is a schematic diagram of the pricing process for the "mileage-based pricing" system, which charges an additional fee for every additional kilometer provided in this application.

[0085] When the first fare segment corresponds to the first type of fare system, the mileage fee calculation logic for the first type of fare system is: segment fare = (end mileage - start mileage) × first rate.

[0086] When the first fare segment corresponds to the second type of fare system, the system first determines whether the mileage of the first fare segment exceeds the first mileage interval. If the mileage of the first fare segment does not exceed the first mileage interval, it means that the mileage interval of the starting price has not been exceeded, and no additional fee is charged; the fare for the segment is 0. If the mileage of the first fare segment exceeds the first mileage interval, and the number of mileage intervals crossed is equal to 2 (meaning the first fare segment crosses both the first and second mileage intervals), the mileage fee calculation logic is: fare for the segment = (end mileage - start mileage of the end mileage interval) × the second rate of the corresponding mileage interval. If the number of mileage intervals crossed is greater than 2 (meaning the first fare segment crosses at least the first three mileage intervals), the mileage fee calculation logic is: fare for the segment = (mileage of the complete interval within the segment) × the second rate of the corresponding mileage interval + (end mileage - start mileage of the end mileage interval) × the second rate of the corresponding mileage interval.

[0087] If the fare system corresponding to the first fare segment is the third type of fare system, the first step is to determine whether the mileage of the first fare segment spans multiple mileage intervals. If the first priced segment does not cross multiple mileage intervals (i.e., it is within the first mileage interval), the mileage fee calculation logic is: Segment fare = (End mileage - Start mileage) × Third rate of the corresponding mileage interval. If the first priced segment crosses multiple mileage intervals, and the number of mileage intervals crossed is 2 (i.e., the first priced segment crosses the first two mileage intervals), the mileage fee calculation logic is: Segment fare = (End mileage of the start mileage interval - Start mileage) × Third rate of the corresponding mileage interval + (End mileage - Start mileage of the end mileage interval) × Third rate of the corresponding mileage interval. If the number of mileage intervals crossed is greater than 2 (i.e., the first priced segment crosses at least the first three mileage intervals), the mileage fee calculation logic is: Segment fare = (End mileage of the start mileage interval - Start mileage) × Third rate of the corresponding mileage interval + (Mileage of the complete interval within the segment) × Third rate of the corresponding mileage interval + (End mileage - Start mileage of the end mileage interval) × Third rate of the corresponding mileage interval.

[0088] This application's embodiments calculate fares based on the characteristics of different fare systems, combined with actual mileage information and corresponding rates, ensuring that the fare calculation process is clear and easy to execute. At the same time, by decomposing the pricing logic of different fare systems, it can meet the needs of diverse operational scenarios and has strong scalability.

[0089] In one embodiment, determining the fare for the remaining pricing segments based on the fare rates and segment mileage information corresponding to the fare system for the remaining pricing segments includes: If the fare system corresponding to the remaining fare segments is the first type of fare system, then the fare for the remaining fare segments is determined based on the segment mileage information of the remaining fare segments and the first fare rate. If the remaining pricing segments correspond to the second type of fare system, then the segment fare for the remaining pricing segments is determined based on the second rate and segment mileage information for each mileage segment. If the remaining pricing segments correspond to the third type of fare system, then the segment fare for the remaining pricing segments is determined based on the third rate and segment mileage information for each mileage interval.

[0090] Specifically, when the fare system for the remaining pricing sections is the first type of fare system, refer to Figure 8 , Figure 8 This is a schematic diagram of the pricing process for the "mileage-based" fare system provided in this application; in cases where the fare system for other pricing segments is the second type, refer to... Figure 11 , Figure 11 This is the second schematic diagram of the pricing flowchart for the "mileage-based pricing" system, which adds a fee for each additional fixed mileage step provided in this application; in cases where the pricing system for the remaining segments is a third-type pricing system, refer to... Figure 10 , Figure 10 This is a schematic diagram of the pricing process for the "mileage-based pricing" system, which charges an additional fee for every additional kilometer provided in this application.

[0091] When the fare system for the remaining fare segments is the first type of fare system, the mileage fee calculation logic for the first type of fare system is: segment fare = (end mileage - start mileage) × first rate.

[0092] If the fare system for the remaining pricing segments is Type II, the first step is to determine whether the mileage of the remaining pricing segments crosses multiple mileage intervals. If the mileage of the remaining pricing segments does not cross multiple mileage intervals, the mileage fee pricing logic is: Segment fare = (End mileage - Start mileage) × Second rate of the corresponding mileage interval; If the mileage of the remaining pricing segments crosses multiple mileage intervals, when the number of mileage intervals crossed is 2, that is, the remaining pricing segment crosses two mileage intervals, the mileage fee pricing logic is: Segment fare = (End mileage of the start mileage interval - Start mileage) × Second rate of the corresponding mileage interval + (End mileage - Start mileage of the end mileage interval) × Second rate of the corresponding mileage interval; When the number of mileage intervals crossed is greater than 2, that is, the remaining pricing segment crosses at least three mileage intervals, the mileage fee pricing logic is: Segment fare = (End mileage of the start mileage interval - Start mileage) × Second rate of the corresponding mileage interval + (Mileage of the complete interval within the segment) × Second rate of the corresponding mileage interval + (End mileage - Start mileage of the end mileage interval) × Second rate of the corresponding mileage interval.

[0093] If the fare system for the remaining pricing segments is Type III, the first step is to determine whether the mileage of the remaining pricing segments spans multiple mileage intervals. If the mileage of the remaining pricing segments does not span multiple mileage intervals, the mileage fee calculation logic is: Segment fare = (End mileage - Start mileage) × Type III fare rate of the corresponding mileage interval; If the mileage of the remaining pricing segments spans multiple mileage intervals, when the number of mileage intervals spanned is 2, that is, the remaining pricing segment spans two mileage intervals, the mileage fee calculation logic is: Segment fare = (End mileage of the start mileage interval - Start mileage) × Type III fare rate of the corresponding mileage interval + (End mileage - Start mileage of the end mileage interval) × Type III fare rate of the corresponding mileage interval; When the number of mileage intervals spanned is greater than 2, that is, the remaining pricing segment spans at least three mileage intervals, the mileage fee calculation logic is: Segment fare = (End mileage of the start mileage interval - Start mileage) × Type III fare rate of the corresponding mileage interval + (Mileage of the complete interval within the segment) × Type III fare rate of the corresponding mileage interval + (End mileage - Start mileage of the end mileage interval) × Type III fare rate of the corresponding mileage interval.

[0094] This application's embodiments calculate fares based on the characteristics of different fare systems, combined with actual mileage information and corresponding rates, ensuring that the fare calculation process is clear and easy to execute. At the same time, by decomposing the pricing logic of different fare systems, it can meet the needs of diverse operational scenarios and has strong scalability.

[0095] In one embodiment, before integrating the various OD fares into a fare parameter file, the method further includes: For OD pairs in both directions, update the corresponding two OD fares to the lowest of the two OD fares.

[0096] Specifically, the fares of the two OD pairs in both the forward and reverse OD pairs are compared, and these fares are updated to the lower of the two to update the higher fares in the forward and reverse OD pairs in the fare matrix table. By comparing each OD pair one by one, the fare updates for all OD pairs are completed, resulting in the final fare matrix table.

[0097] This application embodiment adopts the lowest price of the two ODs for both forward and reverse OD pairs, which can effectively avoid the problem of inconsistent fares caused by directional differences, improve the fairness and rationality of fare calculation, and benefit passengers, resulting in high passenger acceptance.

[0098] Based on all the above embodiments, it can be seen that the multi-level rail transit integrated pricing method proposed in this application satisfies the following fare system integration principles: Principle 1: When a single trip involves transfers between different levels of rail transit lines, the cumulative mileage of the previous trip is recognized for the later mileage, and the fare will not be recalculated after the transfer. Principle 2: Considering the differences in construction and operation costs per kilometer for different levels of rail transit, the existing fare rules and rates for different levels of rail transit are recognized; Principle 3: If the mileage required for additional charges under the original fare system does not meet the mileage conditions for the trip after the transfer, the cost incurred for the corresponding trip should be recognized and included in the trip fare calculation; Principle 4: Passengers do not need to record transfer stations by swiping cards or other means, while also supporting the use of existing physical cards such as smart cards, without the need for secondary initialization of existing cards; Principle 5: Referring to the fare route selection principle of urban rail transit, it is assumed that passengers will use the shortest route for each trip, and the fare will be calculated uniformly according to the shortest route within the network. The same OD will have the same fare for both forward and reverse directions. Principle 6: Support the integration of ticket systems with the same rules but different rates, and allow for multiple combinations and expansions.

[0099] Assuming that there are three fare systems in the rail transit network: “mileage-based pricing (fixed interval increments)”, “mileage-based pricing (incrementing per kilometer)”, and “mileage-based pricing”, and that barrier-free transfers are achieved, the fare rates for each section of each fare system are shown in Table 3 below, with the current fare system as a reference.

[0100] Table 3. Starting price and fare rate for the conversion of the current fare system

[0101] Suppose that the shortest path journey of a certain OD involves three types of ticketing systems, and the ticket prices corresponding to each strategy are shown in Table 4 below.

[0102] Table 4. Comparison of Case Studies on Different Ticket System Integration Methods

[0103] Based on the comparison results in Table 4, this method has the following advantages: 1. The fares are moderate, with the same fares for both forward and reverse OD routes, reflecting the differences in construction and operation costs among different levels of rail transit, while also benefiting passengers, resulting in high passenger acceptance.

[0104] 2. It is compatible with the technical standards of existing automatic fare collection systems for rail transit at all levels, and only minor modifications are needed to realize its functions.

[0105] 3. Ticket prices are loaded into the terminal devices and system backend as static parameters, requiring only a simple query to obtain the price, eliminating the need for real-time calculations on the terminal devices and backend system, resulting in fast processing speed. For passengers traveling on complex routes involving multiple fare systems, actions such as deducting fees and opening gates can be completed quickly, providing a better passenger experience.

[0106] 4. Achieve unified pricing for all tickets, including existing physical tickets, ensuring a consistent travel experience for all passengers. For some existing physical tickets with insufficient remaining read / write space, the static parameter method eliminates the need for additional data reading / writing or ticket structure re-initialization. The terminal device can calculate the fare using existing entry and exit information, avoiding issues such as unusable existing cards or inconsistent fares between different physical cards. Electronic tickets, such as QR codes, apply static parameters synchronously through the backend system, eliminating the need for additional equipment to obtain transfer stations and preventing fare calculation errors due to equipment malfunctions.

[0107] 5. Enables barrier-free transfers between different levels of rail transit without requiring on-site equipment to record passengers' actual transfer stations.

[0108] 6. Supports continuous pricing for multiple segments with different fare systems, and can simultaneously implement separate pricing rules for different cities, networks, and routes, offering strong scalability.

[0109] Figure 12 This is a schematic diagram of the multi-level rail transit integrated pricing device provided in this application.

[0110] like Figure 12 As shown, the multi-level rail transit integrated pricing device includes: The pricing rule conversion module 1210 is used to convert the pricing rules of various fare systems corresponding to multi-level rail transit modes into the same pricing dimension to obtain the pricing parameters of each fare system. The pricing section division module 1220 is used to divide the OD path formed between stations in the rail transit network into at least one pricing section according to different fare types. The traffic integration pricing module 1230 is used to determine the segment fare of each pricing segment for each OD route based on the pricing parameters of the corresponding fare system and segment mileage information of each pricing segment, determine the full fare of the OD route based on the segment fare of each pricing segment, and determine the full fare of the OD route as the OD fare. The fare parameter file generation module 1240 is used to generate a fare parameter file based on each of the OD fares; The fare parameter file distribution module 1250 is used to distribute the fare parameter file to the automatic fare collection systems of each level of rail transit, so that each automatic fare collection system can deduct the fare from the passenger's travel order according to the fare parameter file.

[0111] The multi-level rail transit integrated pricing device provided in this application unifies the pricing dimensions of different fare systems, divides the OD route pricing sections according to fare type, calculates fares by section and integrates them to generate the full route fare. Finally, a unified fare parameter file is generated and distributed to automatic fare collection systems at all levels. The automatic fare collection systems deduct fares for the entire journey according to the fare parameter file. This breaks down the barriers of independent pricing for different rail transit networks, realizes barrier-free transfer and one-ticket access for multi-level rail transit modes, significantly improves the overall operational efficiency of the rail transit network, greatly simplifies the ticketing process for passengers traveling across lines, and enhances the user travel experience.

[0112] In one embodiment, each of the aforementioned fare systems includes at least a first type of fare system, a second type of fare system, and a third type of fare system; the first type of fare system is a pricing model based on a fixed starting price, with the cost linearly increasing according to the actual mileage traveled; the second type of fare system divides the mileage into multiple mileage intervals, using a starting price covering the first mileage interval, and the remaining mileage intervals are priced in tiered increments based on mileage; the third type of fare system divides the mileage into multiple mileage intervals, using a base fare as a minimum guarantee, and each mileage interval is charged an additional fixed mileage increment; the pricing rule conversion module 1210 is further used for: For the first type of ticketing system, a first starting price and a first rate are determined for the first type of ticketing system; the first starting price and the first rate are determined as the pricing parameters for the first type of ticketing system; For the second type of ticket system, a second starting price for the second type of ticket system is determined, and a second rate for each mileage interval is determined; the second starting price and each of the second rates are determined as the pricing parameters for the second type of ticket system; For the third type of ticketing system, a third starting price for the third type of ticketing system is determined, and a third rate for each mileage interval is determined; the third starting price and each of the third rates are determined as the pricing parameters for the third type of ticketing system.

[0113] In one embodiment, the pricing segment division module 1220 is further configured to: For any two stations within the rail transit network, the shortest path between the two stations is determined as the OD path between the two stations, and the OD path is divided into at least one segment using the transfer station as the dividing point; if adjacent segments in each segment belong to the same fare system type, the adjacent segments are merged to obtain at least one fare segment.

[0114] In one embodiment, the traffic integration pricing module 1230 is further configured to: For the first pricing segment in each of the aforementioned pricing segments, the starting price of the fare system corresponding to the first pricing segment is determined as the starting price of the OD route; based on the fare rate and segment mileage information of the fare system corresponding to the first pricing segment, the segment fare of the first pricing segment is determined; For each of the aforementioned pricing segments, excluding the first pricing segment, the fare for the remaining pricing segments is determined based on the fare rate and segment mileage information corresponding to the fare system of the remaining pricing segments. The starting price of the OD route, the fare of the first priced segment, and the fare of the remaining priced segments are added together and rounded down to obtain the full fare of the OD route, and the full fare of the OD route is determined as the OD fare.

[0115] In one embodiment, the traffic integration pricing module 1230 is further configured to: If the fare system corresponding to the first fare segment is the first type of fare system, then the fare for the first fare segment is determined based on the segment mileage information of the first fare segment and the first fare rate. If the fare system corresponding to the first fare segment is the second type of fare system, then when the first fare segment does not exceed the first mileage interval, the fare for the first fare segment is determined to be 0; when the first fare segment exceeds the first mileage interval, the fare for the first fare segment is determined based on the second rate and mileage information of each remaining mileage interval; wherein, each remaining mileage interval is the mileage interval other than the first mileage interval among multiple mileage intervals; If the fare system corresponding to the first fare segment is the third type of fare system, then the fare for the first fare segment is determined based on the third rate of each mileage interval and the mileage information of the segment.

[0116] In one embodiment, the traffic integration pricing module 1230 is further configured to: If the fare system corresponding to the remaining fare segments is the first type of fare system, then the fare for the remaining fare segments is determined based on the segment mileage information of the remaining fare segments and the first fare rate. If the remaining pricing segments correspond to the second type of fare system, then the segment fare for the remaining pricing segments is determined based on the second rate and segment mileage information for each mileage segment. If the remaining pricing segments correspond to the third type of fare system, then the segment fare for the remaining pricing segments is determined based on the third rate and segment mileage information for each mileage interval.

[0117] In one embodiment, the multi-level rail transit integrated pricing device is further used for: For OD pairs in both directions, update the corresponding two OD fares to the lowest of the two OD fares.

[0118] It should be noted that the multi-level rail transit integrated pricing device provided in this application can execute the multi-level rail transit integrated pricing method described in any of the above embodiments during specific operation, which will not be elaborated in this embodiment.

[0119] Figure 13 This is a schematic diagram of the structure of the electronic device provided in this application, such as... Figure 13 As shown, the electronic device may include: a processor 1310, a communications interface 1320, a memory 1330, and a communications bus 1340, wherein the processor 1310, the communications interface 1320, and the memory 1330 communicate with each other through the communications bus 1340. The processor 1310 can call logic instructions in the memory 1330 to execute a multi-level rail transit integrated pricing method. This method includes: converting the pricing rules of each fare system corresponding to the multi-level rail transit mode into a common pricing dimension to obtain pricing parameters for each fare system; dividing the origin-destination (OD) path formed between stations within the rail transit network into at least one pricing segment according to different fare system types; for each OD path, determining the segment fare for each pricing segment based on the pricing parameters of the fare system corresponding to each pricing segment and segment mileage information; determining the full fare for the OD path based on the segment fare for each pricing segment, and defining the full fare for the OD path as the OD fare; generating a fare parameter file based on each OD fare; and distributing the fare parameter file to the automatic fare collection systems of each level of rail transit mode, so that each automatic fare collection system deducts fares from passenger travel orders according to the fare parameter file.

[0120] Furthermore, the logical instructions in the aforementioned memory 1330 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0121] On the other hand, this application also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions, and when the program instructions are executed by a computer, the computer can execute the multi-level rail transit integrated pricing method provided in the above embodiments. The method includes: converting the pricing rules of each fare system corresponding to the multi-level rail transit mode into the same pricing dimension to obtain the pricing parameters of each fare system; dividing the OD path formed by each station in the rail transit network into at least one pricing segment according to different fare system types; for each OD path, determining the segment fare of each pricing segment based on the pricing parameters of the fare system corresponding to each pricing segment and the segment mileage information; determining the full fare of the OD path based on the segment fare of each pricing segment, and determining the full fare of the OD path as the OD fare; generating a fare parameter file based on each OD fare; and distributing the fare parameter file to the automatic fare collection system of each level of rail transit mode so that each automatic fare collection system deducts the fare from the passenger's travel order according to the fare parameter file.

[0122] In another aspect, this application also provides a non-transitory computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program implements the multi-level rail transit fusion pricing method provided in the above embodiments. The method includes: converting the pricing rules of each fare system corresponding to the multi-level rail transit mode into the same pricing dimension to obtain the pricing parameters of each fare system; dividing the OD path formed by each station in the rail transit network into at least one pricing segment according to different fare system types; for each OD path, determining the segment fare of each pricing segment based on the pricing parameters of the fare system corresponding to each pricing segment and the segment mileage information; determining the full fare of the OD path based on the segment fare of each pricing segment, and determining the full fare of the OD path as the OD fare; generating a fare parameter file based on each OD fare; and distributing the fare parameter file to the automatic fare collection systems of each level of rail transit mode so that each automatic fare collection system deducts fares from passenger travel orders according to the fare parameter file.

[0123] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0124] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0125] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A multi-level rail transit integrated pricing method, characterized in that, The multi-level rail transit integrated pricing method includes: The pricing rules for each fare system corresponding to the multi-level rail transit mode are converted into the same pricing dimension to obtain the pricing parameters for each fare system. Divide the OD route formed between stations within the rail transit network into at least one fare-charging section according to different fare types. For each OD route, based on the pricing parameters of the fare system corresponding to each pricing segment and the segment mileage information, the segment fare of each pricing segment is determined. Based on the segment fare of each pricing segment, the full fare of the OD route is determined, and the full fare of the OD route is determined as the OD fare. Generate a fare parameter file based on the OD fares described above; The fare parameter file is distributed to the automatic fare collection systems of each level of rail transit, so that each automatic fare collection system can deduct the fare from the passenger's travel order according to the fare parameter file.

2. The multi-level rail transit integrated pricing method according to claim 1, characterized in that, Each of the aforementioned fare systems includes at least a first type of fare system, a second type of fare system, and a third type of fare system. The first type of fare system is a pricing model based on a fixed starting price, with the cost increasing linearly according to the actual mileage traveled. The second type of fare system divides the mileage into multiple mileage intervals, using a starting price covering the first mileage interval and a fare increasing in tiers for the remaining mileage intervals. The third type of fare system divides the mileage into multiple mileage intervals, using a base fare as a minimum guarantee and a fixed fare increasing for each mileage interval. The conversion of the pricing rules for each fare system corresponding to the multi-level rail transit mode into a common pricing dimension to obtain the pricing parameters for each fare system includes: For the first type of ticketing system, a first starting price and a first rate are determined for the first type of ticketing system; the first starting price and the first rate are determined as the pricing parameters for the first type of ticketing system; For the second type of ticket system, a second starting price for the second type of ticket system is determined, and a second rate for each mileage interval is determined; the second starting price and each of the second rates are determined as the pricing parameters for the second type of ticket system; For the third type of ticketing system, a third starting price for the third type of ticketing system is determined, and a third rate for each mileage interval is determined; the third starting price and each of the third rates are determined as the pricing parameters for the third type of ticketing system.

3. The multi-level rail transit integrated pricing method according to claim 2, characterized in that, The method of dividing the origin-destination (OD) routes between stations within the rail transit network into at least one fare-charging segment according to different fare types includes: For any two stations within the rail transit network, the shortest path between the two stations is determined as the OD path between the two stations, and the OD path is divided into at least one segment using the transfer station as the dividing point; if adjacent segments in each segment belong to the same fare system type, the adjacent segments are merged to obtain at least one fare segment.

4. The multi-level rail transit integrated pricing method according to claim 3, characterized in that, The process of determining the segment fare for each pricing segment based on the pricing parameters and segment mileage information corresponding to each pricing segment, determining the full fare for the OD route based on the segment fare for each pricing segment, and setting the full fare for the OD route as the OD fare includes: For the first pricing segment in each of the aforementioned pricing segments, the starting price of the fare system corresponding to the first pricing segment is determined as the starting price of the OD route; based on the fare rate and segment mileage information of the fare system corresponding to the first pricing segment, the segment fare of the first pricing segment is determined; For each of the aforementioned pricing segments, excluding the first pricing segment, the fare for the remaining pricing segments is determined based on the fare rate and segment mileage information corresponding to the fare system of the remaining pricing segments. The starting price of the OD route, the fare of the first priced segment, and the fare of the remaining priced segments are added together and rounded down to obtain the full fare of the OD route, and the full fare of the OD route is determined as the OD fare.

5. The multi-level rail transit integrated pricing method according to claim 4, characterized in that, The process of determining the fare for the first priced segment based on the fare rate and segment mileage information corresponding to the fare system of the first priced segment includes: If the fare system corresponding to the first fare segment is the first type of fare system, then the fare for the first fare segment is determined based on the segment mileage information of the first fare segment and the first fare rate. If the fare system corresponding to the first fare segment is the second type of fare system, then when the first fare segment does not exceed the first mileage interval, the fare for the first fare segment is determined to be 0; when the first fare segment exceeds the first mileage interval, the fare for the first fare segment is determined based on the second rate and mileage information of each remaining mileage interval; wherein, each remaining mileage interval is the mileage interval other than the first mileage interval among multiple mileage intervals; If the fare system corresponding to the first fare segment is the third type of fare system, then the fare for the first fare segment is determined based on the third rate of each mileage interval and the mileage information of the segment.

6. The multi-level rail transit integrated pricing method according to claim 4, characterized in that, The process of determining the fare for the remaining pricing segments based on the fare rates and segment mileage information corresponding to the fare systems of the remaining pricing segments includes: If the fare system corresponding to the remaining fare segments is the first type of fare system, then the fare for the remaining fare segments is determined based on the segment mileage information of the remaining fare segments and the first fare rate. If the remaining pricing segments correspond to the second type of fare system, then the segment fare for the remaining pricing segments is determined based on the second rate and segment mileage information for each mileage segment. If the remaining pricing segments correspond to the third type of fare system, then the segment fare for the remaining pricing segments is determined based on the third rate and segment mileage information for each mileage interval.

7. The multi-level rail transit integrated pricing method according to any one of claims 1 to 6, characterized in that, Before integrating the various OD fares into a fare parameter file, the following is also included: For OD pairs in both directions, update the corresponding two OD fares to the lowest of the two OD fares.

8. A multi-level rail transit integrated fare calculation device, characterized in that, The multi-level rail transit integrated pricing device includes: The pricing rule conversion module is used to convert the pricing rules of various fare systems corresponding to multi-level rail transit modes into the same pricing dimension, so as to obtain the pricing parameters of each fare system. The pricing section division module is used to divide the OD path formed between stations in the rail transit network into at least one pricing section according to different fare types. The traffic integration pricing module is used to determine the segment fare for each OD route based on the pricing parameters of the corresponding fare system and the segment mileage information of each pricing segment, determine the full fare of the OD route based on the segment fare of each pricing segment, and determine the full fare of the OD route as the OD fare. The fare parameter file generation module is used to generate a fare parameter file based on each of the aforementioned OD fares; The fare parameter file distribution module is used to distribute the fare parameter file to the automatic fare collection systems of each level of rail transit, so that each automatic fare collection system can deduct fares from passenger travel orders according to the fare parameter file.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the multi-level rail transit integrated pricing method as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium, wherein a computer program is stored on the non-transitory computer-readable storage medium, characterized in that, When the computer program is executed by the processor, it implements the steps of the multi-level rail transit integrated pricing method as described in any one of claims 1 to 7.

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