A ride-carrying method without changing a vehicle planned path

Abstract

This invention discloses a method for passenger transport without altering the vehicle's planned route. The method includes: acquiring a passenger's trip request; acquiring trip information from multiple vehicles, the trip information being generated independently of the passenger's trip request and remaining unchanged once generated; automatically determining a matching scheme based on the trip request and trip information, the matching scheme including a multi-vehicle relay scheme or a single-vehicle direct route scheme; generating and executing a matching instruction to perform passenger transport without changing the vehicle's original planned route. This invention replaces dedicated passenger transport with on-the-way passenger transport, allowing vehicles to transport passengers along their own commuting routes, thereby reducing the total number of vehicles on the road during peak hours and alleviating traffic congestion; simultaneously, it provides on-the-way income for willing vehicle owners, effectively incentivizing their participation; furthermore, by reducing detour mileage and the total number of vehicles, it reduces carbon emissions and promotes green travel.

Description

Technical Field

[0001] This invention belongs to the field of intelligent mobility and traffic scheduling technology, specifically relating to a method for passenger transport without changing the planned route of the vehicle. Background Technology

[0002] With the acceleration of urbanization and the continuous growth of private car ownership, urban traffic congestion has become increasingly serious. Existing modes of transportation mainly fall into two categories.

[0003] The first type is the traditional ride-hailing model, whose core characteristic is that vehicles dynamically change their routes based on passengers' real-time orders to complete passenger transport tasks. This model has advantages in service flexibility, but vehicles need to take extra detours, leading to reduced travel efficiency, increased carbon emissions, and potentially exacerbating local traffic congestion.

[0004] The second type is the ridesharing model, whose core feature is that the vehicle matches passengers going in the same direction as it has a pre-planned trip through the platform. However, most existing ridesharing platforms match passengers based on real-time location information, and the vehicle often needs to make minor adjustments to the route when picking up passengers, which essentially still changes the vehicle's planned travel route.

[0005] Furthermore, in existing technologies, many private car owners with commuting needs, while willing to pick up passengers along their routes to and from get off work, have not had their travel resources and willingness to carry passengers fully utilized due to the lack of an effective dispatch mechanism and legal restrictions on "private car passenger transport." Even if some car owners are willing to legally participate by registering as ride-hailing drivers, the existing dispatch model of ride-hailing platforms requires vehicles to change their planned routes to complete orders, which fundamentally conflicts with the car owners' willingness to "not change their planned routes."

[0006] Therefore, existing technologies generally suffer from the following technical problems: either they change the planned route of vehicles to improve the success rate of order matching, or they rely solely on real-time location information, which makes it difficult to guarantee matching accuracy and reliability, while failing to effectively utilize the massive passenger-carrying resources of commuter vehicles along their routes.

[0007] In view of this, the present invention proposes a method for passenger transport without altering the vehicle's planned route. By utilizing vehicle trip information independent of passenger trip requests, it achieves precise matching and passenger transport for multi-vehicle relays or direct single-vehicle trips without changing the vehicle's original planned route, thereby solving the aforementioned technical problems. This invention is particularly applicable to the following scenarios: commuting and along-the-way private car owners willing to transport passengers can legally participate by registering as ride-hailing drivers, completing passenger transport tasks through multi-vehicle relays or direct single-vehicle trips without changing their original commuting routes. Summary of the Invention

[0008] The present invention aims to provide a method for passenger transport without changing the planned route of the vehicle, so as to solve the technical problems of existing passenger transport technologies, such as the need for vehicles to change their planned routes and low matching reliability.

[0009] To achieve the above objectives, the present invention provides the following technical solution.

[0010] A method for transporting passengers without altering the vehicle's planned route includes the following steps:

[0011] Step 1: Obtain the passenger's trip request, which includes at least the departure point and destination point.

[0012] Step 2: Obtain trip information for multiple vehicles. The trip information for each vehicle includes at least the planned route sequence (or path) and corresponding time window for that vehicle within a specific time period. This trip information is generated independently of the passenger's trip request. Once generated, the trip information remains unchanged during subsequent matching and passenger pick-up processes.

[0013] Step 3: Based on the trip request and the trip information of the multiple vehicles, automatically determine a matching scheme, wherein the matching scheme includes at least one of the following:

[0014] (i) Multi-vehicle relay scheme: Identify and match a group of vehicles that have a sequential relationship in time and space, so that passengers can be transported from the starting point to the destination in segments through multi-vehicle relay;

[0015] (ii) Direct Bike Route: Identify and match a vehicle whose route information matches the route request according to preset conditions, and transport the passenger directly from the departure point to the destination.

[0016] Step 4: Generate and execute matching instructions, which instruct each vehicle in the matching scheme to carry passengers without changing the original planned route in its travel information.

[0017] Through the above steps, the present invention achieves accurate matching and passenger transport of passenger trips without changing the original planned route of the vehicle.

[0018] Beneficial effects

[0019] Compared with the prior art, the present invention has the following beneficial effects.

[0020] First, by replacing dedicated passenger pick-up services with ride-sharing along the same route, this invention achieves efficient utilization of commuting resources and reduces traffic volume at the source. Existing ride-hailing models require vehicles to detour and change their planned routes, essentially operating as a "dedicated passenger pick-up" model where vehicles operate for a single order. This invention, through a scheduling method that does not alter the vehicle's planned route, allows vehicles to pick up passengers along their own commuting routes, achieving "ride-sharing" rather than "dedicated passenger pick-up." This fundamental shift enables many private cars to complete passenger pick-up services during their commutes, eliminating the need for additional vehicles on the road, thus significantly reducing the total number of vehicles on the road during peak hours and alleviating urban traffic congestion at its source.

[0021] Secondly, it increases income along the way. For commuter and private car owners willing to carry passengers, participating in the multi-vehicle relay or single-vehicle direct service of this invention allows them to earn additional income without altering their original commuting routes. Car owners can transform their idle seats during daily commutes into continuous economic returns without taking detours or incurring additional time costs, effectively incentivizing more car owners to participate and creating a virtuous cycle.

[0022] Third, it reduces carbon emissions and promotes green travel. By replacing dedicated passenger transport with "ride-sharing," the mileage of vehicles traveling on dedicated detours is avoided, thereby reducing fuel consumption and carbon emissions per passenger. At the same time, by reducing the total number of vehicles on the road during peak hours, the total carbon emissions in the transportation sector are further reduced, contributing to the achievement of green travel and carbon neutrality goals. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be described in detail below through several embodiments. It should be understood that the following embodiments are for illustrative purposes only and are not intended to limit the scope of protection of this invention.

[0025] Terminology Definition

[0026] In this invention, unless otherwise stated, the following terms have the following meanings.

[0027] "Trip request" refers to travel demand information submitted by passengers through terminal devices, which includes at least the departure point and destination point.

[0028] "Trip information" refers to the planned travel route and time window information of a vehicle within a specific time period. This information is generated independently of the passenger's trip request. Trip information can be obtained in various ways, including but not limited to automatic prediction based on historical travel patterns, generation based on user-defined settings, and dynamic generation based on real-time location and destination. Once generated, trip information remains unchanged during the matching and passenger pick-up process.

[0029] A "transfer point" refers to the specific location where passengers are picked up and dropped off by a vehicle. A transfer point can be a dynamically calculated transfer point based on the trip request and trip information, a preset fixed station, or any combination of the above methods.

[0030] The "multi-vehicle relay scheme" refers to a method in which multiple vehicles take turns transporting passengers from the departure point to the destination in segments.

[0031] "Single-vehicle direct route" refers to a method in which a single vehicle transports passengers directly from their departure point to their destination.

[0032] "Matching instructions" refer to instructions used to direct each vehicle in a matching scheme to carry out passenger transport operations without changing the original planned routes in its travel information. These instructions include transfer instructions sent to each vehicle and transfer point instructions sent to passengers.

[0033] "Optimal waiting time threshold" refers to a preset standard used in the matching process to determine whether the waiting time at the pick-up point is acceptable. It can be a fixed value or a value dynamically calculated based on historical data or real-time traffic conditions.

[0034] In this invention, "not changing the vehicle's planned route" or "not changing the original planned route in its travel information" means that the vehicle's overall driving direction, the sequence of major waypoints, and the time window do not undergo substantial changes. To facilitate the vehicle's completion of the connection operation in the actual road environment, the vehicle is allowed to make temporary stops or minor adjustments within a certain distance (preferably no more than 50 meters) near the connection point, based on the original planned route.

[0035] This minor deviation is not considered a change to the original planned path.

[0036] The aforementioned distance thresholds are only used to explain the technical solution of the present invention and are not intended to limit the scope of protection of the claims.

[0037] Implementation method of step one

[0038] This embodiment demonstrates the specific implementation of step one.

[0039] Step 1: Obtain the passenger's trip request, which includes at least the departure point and destination point.

[0040] Passengers submit trip requests via the app or website. These requests must include at least a departure point and a destination. For example, a passenger might enter "from Community A" as the departure point and "Company B" as the destination in the app. The system receives this trip request and uses it as the basis for subsequent matching.

[0041] Implementation method of step two

[0042] This embodiment demonstrates the specific implementation of step two.

[0043] Step 2: Obtain the travel information of multiple vehicles. The travel information of each vehicle shall include at least the planned route sequence (or path) of the vehicle within a specific time period and the corresponding time window.

[0044] The system obtains trip information for multiple vehicles from the dispatch system or vehicle user terminals. The trip information for each vehicle includes at least the planned route sequence or path of the vehicle within a specific time period and the corresponding time window.

[0045] For example, the travel information of vehicle V1 is as follows: during the time period from 7:00 to 8:30, its planned route sequence is "starting point A1 → passing point B1 → passing point C1 → destination point D1", and the corresponding time window is "7:00-7:30 passing through B1, 7:30-8:00 passing through C1, 8:00-8:30 arriving at D1".

[0046] The travel information for vehicle V2 is as follows: During the time period from 7:30 to 9:00, its planned route sequence is "starting point A2 → transit point B2 → transit point C2 → destination point D2", with the corresponding time window being "7:30-8:00 passing through B2, 8:00-8:30 passing through C2, and 8:30-9:00 arriving at D2".

[0047] The trip information is generated independently of the passenger's trip request. For example, the trip information for vehicle V1 is independent of the passenger submitting the trip request; it is automatically predicted based on the vehicle user's historical travel patterns or generated based on the daily commuting route set by the vehicle user. The generation of this trip information is unrelated to any passenger's trip request.

[0048] Once generated, the trip information remains unchanged during the matching and passenger pick-up process. For example, the trip information of vehicle V1, once generated, will not change even if a passenger's trip request is matched. Even if vehicle V1 encounters changes in road conditions during its journey, its trip information will not be modified. If a route adjustment is needed, vehicle V1 will generate new trip information for the next matching, while the trip information used in this matching and passenger pick-up process remains unchanged.

[0049] Exceptions to irreversible changes to itinerary information:

[0050] The aforementioned "once the trip information is generated, it remains unchanged during the matching and passenger transport process" means that during the complete transportation process of the passenger from the departure point to the final destination, the trip information (including the planned route location sequence and corresponding time windows) of each vehicle involved in the matching should remain in the state at the time of initial matching and should not be regenerated or modified due to normal traffic conditions (normal congestion, waiting at red lights, changes in vehicle speed, etc.).

[0051] However, in the following circumstances of force majeure or unforeseen events, changes to vehicle trip information are permitted:

[0052] (i) The road ahead is completely closed due to traffic accidents, natural disasters, traffic control, etc., making the original planned route impassable;

[0053] (ii) The vehicle itself suffers from mechanical failure, safety accident or other safety-related abnormality, making it unable to continue along the original route;

[0054] (iii) Other circumstances that are beyond the control of the vehicle user’s subjective will and are not reasonably foreseeable.

[0055] In the event of the aforementioned exception, the vehicle or system shall: (a) immediately report the change in trip information to the system; (b) arrange an alternative route or vehicle without significantly increasing the total travel time for passengers; and (c) record the occurrence and handling of the exception.

[0056] It should be noted that regular traffic congestion, vehicle users actively choosing alternative routes to shorten travel time, and vehicle users changing their destination or transit points for personal reasons are not considered exceptions to the above-mentioned situations, and the trip information should still remain unchanged.

[0057] This description is only used to illustrate the adaptability of the technical solution of the present invention in extreme situations and should not be regarded as a limitation on the scope of protection of the claims.

[0058] Implementation method of step three

[0059] This embodiment demonstrates the specific implementation of step three.

[0060] Step 3: Based on the trip request and the trip information of the multiple vehicles, automatically determine the matching scheme, which includes at least one of the following: (i) multi-vehicle relay scheme; (ii) single-vehicle direct route scheme.

[0061] (a) Implementation examples of multi-vehicle relay scheme

[0062] This embodiment demonstrates the specific implementation of a multi-vehicle relay scheme.

[0063] Suppose that the passenger's travel request is from the departure point P1 to the destination point P4.

[0064] The system obtains travel information for multiple vehicles. Specifically, the travel information for the first vehicle V1 is included in the first time window T1, where it passes through the first transfer point B1 near the departure point P1 and travels along its original planned route to the second transfer point B2. The travel information for the second vehicle V2 is included in the second time window T2, where it passes through the vicinity of the second transfer point B2 and travels along its original planned route to the third transfer point B3. The travel information for the third vehicle V3 is included in the third time window T3, where it passes through the vicinity of the third transfer point B3 and travels along its original planned route to the vicinity of the destination point P4.

[0065] Based on the aforementioned travel information, the system automatically identifies and matches a group of vehicles that have a sequential relationship in time and space. Specifically, V1 picks up passengers at B1, V2 picks up passengers at B2, and V3 picks up passengers at B3, ultimately transporting passengers from P1 to P4 in segments.

[0066] The number of vehicles in the multi-vehicle relay scheme is N, where N is an integer greater than or equal to 2. In this embodiment, N=3. When N is an integer greater than 3, the travel information of the i-th vehicle is included in the i-th time window, which is the path that passes near the i-th transfer point and leads to the (i+1)-th transfer point, where i ranges from 1 to N-1. The travel information of the N-th vehicle is included in the final time window, which is the path that passes near the destination.

[0067] (II) Implementation Examples of the Direct Bike Route Solution

[0068] This embodiment demonstrates the specific implementation method of the single-vehicle direct route solution.

[0069] Suppose that the passenger's travel request is from the departure point R1 to the destination point R2.

[0070] The system obtains the trip information of vehicle V4. The trip information of vehicle V4 matches the route from R1 to R2 with a 92% accuracy, meeting the preset condition (the preset condition is an overlap of no less than 85%). The system automatically determines a direct route: vehicle V4 will transport passengers directly from R1 to R2.

[0071] During passenger transport, vehicle V4 does not change its original planned route, but only selects a suitable location on its original route to stop and pick up passengers.

[0072] (III) Examples of Connection Points

[0073] This example demonstrates several possible types of connection points.

[0074] In the first scenario, the pick-up point is dynamically calculated and determined based on the trip request and trip information. The system dynamically calculates the optimal pick-up point locations B1 and B2 based on the passenger's trip request (departure point P1, destination point P4) and the vehicle's trip information. The calculation is based on factors such as minimizing the passenger's walking distance and optimizing traffic conditions around the pick-up point. It's important to note that during the dynamic calculation of the pick-up point, the vehicle's original planned route remains unchanged. The system selects the most suitable point on the vehicle's planned route as the pick-up point solely based on the vehicle's original route and the passenger's trip request. The vehicle does not need to change its original planned route or detour to the pick-up point.

[0075] In the second scenario, the connection point is a pre-set fixed station. The system pre-sets several fixed connection stations; for example, fixed station S1 is pre-set near P1, and fixed station S2 is pre-set near B2. During matching, the system directly selects the fixed station closest to the passenger's travel path as the connection point.

[0076] In the third scenario, the connection point is a combination of dynamic calculation and fixed stations. The system dynamically calculates the connection point based on the trip information, while prioritizing the fixed station closest to the dynamically calculated point as the final connection point.

[0077] The above three scenarios are all implementation methods for connection points. They can be used individually or in any combination.

[0078] (iv) Examples of methods for obtaining itinerary information

[0079] This example demonstrates multiple ways to obtain itinerary information.

[0080] In the first approach, trip information is automatically predicted and generated based on the vehicle user's historical travel patterns. The system collects historical travel data from the vehicle user over the past 30 days and analyzes these patterns using machine learning algorithms. For example, if the user travels from home to work between 7:30 and 8:30 on weekdays, the system automatically predicts and generates trip information for that vehicle within a specific time period based on this pattern.

[0081] In the second method, trip information is generated based on the daily commuting routes set by the vehicle user. Vehicle users manually set their daily commuting routes via an app or website, for example, "Departing from residential area A at 7:00 AM every Monday to Friday, taking bus routes B and C to company D." The system generates corresponding trip information based on this setting.

[0082] In the third method, trip information is dynamically generated based on the vehicle user's real-time location and destination. The system dynamically generates the vehicle's trip information for a specific time period based on the vehicle's current real-time location, the current destination entered by the vehicle user, and current real-time traffic conditions. Once generated, this trip information remains unchanged throughout the matching and passenger pick-up process.

[0083] The above four methods can be used individually or in any combination.

[0084] (v) Implementation examples of optimized selection during the matching process

[0085] This example illustrates the optimization objectives in the matching process.

[0086] In the first optimization objective, the expected waiting time for passengers at each transfer point is used as the optimization target. The system automatically selects the vehicle combination that minimizes the expected waiting time at all transfer points. For example, the system has three candidate options: Option A has a total waiting time of 5 minutes, Option B has a total waiting time of 6 minutes, and Option C has a total waiting time of 7 minutes. The system automatically selects Option A as the optimal option, minimizing the passenger's waiting time.

[0087] In the second optimization objective, the system automatically selects the vehicle combination with the best overall travel time. Specific indicators include: shortest total travel time for passengers, fewest transfers, and lowest total travel cost. For example, the system has two candidate options: Option D has a total travel time of 40 minutes and 1 transfer; Option E has a total travel time of 45 minutes and 0 transfers. The system selects Option D or Option E based on passenger preferences.

[0088] The two optimization objectives mentioned above can be used individually or in combination to improve the passenger travel experience.

[0089] Implementation of Step Four

[0090] This embodiment demonstrates the specific implementation of step four.

[0091] Step 4: Generate and execute matching instructions, which instruct each vehicle in the matching scheme to carry passengers without changing the original planned route in its travel information.

[0092] After determining the matching scheme, the system generates and executes the matching instructions, which include the following steps.

[0093] The first step is to send a first pick-up instruction to the first vehicle, which includes the location of the first pick-up point and the estimated arrival time.

[0094] The second step is to send a second connection instruction to the second vehicle, which includes the location of the second connection point and the estimated arrival time.

[0095] The third step is to send the corresponding connection instructions to the subsequent vehicles in the same manner as described above, until the final connection instruction is sent to the Nth vehicle.

[0096] The fourth step is to send at least one pick-up point instruction to the passenger, which includes the location of the pick-up point the passenger needs to reach and the estimated arrival time.

[0097] For example, in a multi-vehicle relay system, the system sends a first connection instruction to V1, which includes the location of point B1 (e.g., latitude and longitude coordinates) and the estimated arrival time (e.g., 7:15). The system sends a second connection instruction to V2, which includes the location of point B2 and the estimated arrival time (e.g., 7:35). The system sends a final connection instruction to V3, which includes the location of point B3 and the estimated arrival time (e.g., 7:55). The system then sends connection point instructions to passengers, which include the locations of B1, B2, and B3 and their corresponding estimated arrival times.

[0098] Implementation of reliability assurance steps

[0099] This embodiment demonstrates the specific implementation method of the reliability assurance steps.

[0100] The system monitors the travel status of each vehicle in real time. For example, the system obtains information such as the location, speed, and estimated arrival time of each vehicle in real time through vehicle positioning equipment or a dispatch system.

[0101] When it is detected that any vehicle may not be able to arrive at the corresponding pick-up point on time, the system automatically calculates and matches one or more alternative vehicles to take over the subsequent passenger transport tasks.

[0102] For example, while the first vehicle V1 is in motion, the system detects that V1 may not arrive at the first pick-up point B1 on time due to a traffic accident ahead. The system immediately triggers the backup procedure: automatically calculating and matching an alternative vehicle V1', whose travel information indicates that V1' can arrive near B1 at the scheduled time. The system replaces V1' with the first vehicle in the pick-up sequence and recalculates the times for subsequent pick-up points. At the same time, the system pushes the latest travel arrangement information to passengers, informing them of the changes in pick-up points and times.

[0103] Implementation of credit management steps

[0104] This embodiment demonstrates the specific implementation method of the credit management steps.

[0105] The system records the fulfillment behavior of passengers and vehicles during the execution of matching instructions. This fulfillment behavior includes, but is not limited to, whether passengers arrive at the pick-up point on time, whether vehicles arrive at the pick-up point on time, and whether passenger pick-up is completed.

[0106] Based on the aforementioned performance, the system adjusts the credit score of the corresponding user account. For example, if a passenger arrives at the pick-up point on time, 1 point is added; if a passenger is more than 3 minutes late, 3 points are deducted; if a vehicle arrives at the pick-up point on time, 1 point is added; if a vehicle is more than 5 minutes late, 5 points are deducted; if a vehicle completes a passenger pick-up, 2 points are added; if a vehicle does not complete a passenger pick-up, 10 points are deducted.

[0107] Credit score will affect a user's subsequent access to or priority for this method. For example, users with a credit score below 60 cannot use the multi-vehicle relay plan and can only use the single-vehicle direct plan; users with a credit score below 30 are restricted from using this method.

[0108] System Implementation

[0109] This embodiment provides a passenger transport system that does not change the planned route of the vehicle. The system includes the following modules.

[0110] The trip request acquisition module is used to acquire passengers' trip requests. This module receives trip requests submitted by passengers through their terminal devices, which at least include the departure point and destination point.

[0111] The vehicle information acquisition module is used to obtain travel information for multiple vehicles. This module obtains the travel information of vehicles from the dispatch system or the vehicle user's terminal, which includes at least the planned route sequence or path of the vehicle within a specific time period and the corresponding time window.

[0112] The matching scheme determination module is used to automatically determine the matching scheme based on the trip request and trip information. The matching scheme includes multi-vehicle relay schemes or single-vehicle direct schemes.

[0113] The instruction generation module is used to generate and execute matching instructions. Based on the determined matching scheme, this module generates corresponding connection instructions and sends them to each vehicle and passenger.

[0114] The instruction execution and monitoring module is used to execute instructions and monitor their execution status in real time. This module is responsible for receiving instruction transmissions, tracking execution status, and handling abnormal situations.

[0115] The specific functional implementation methods of the above modules have been fully described in the method embodiments, and those skilled in the art can directly implement them based on the above description.

[0116] Implementation methods of storage media

[0117] This embodiment provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements any of the methods described above.

[0118] The storage medium can be ROM, RAM, disk, optical disk, USB flash drive, solid-state drive, or cloud virtual storage space. For example, the above method can be programmed as program code and stored on a USB flash drive. When the USB flash drive is inserted into a computer and executed by the processor, the computer can execute the method of the present invention.

[0119] Industrial applicability

[0120] The technical solution of this invention can be implemented on devices such as computers, servers, and mobile terminals, and can be applied to various scenarios such as intelligent travel platforms, urban traffic management, ride-hailing systems, and carpooling systems. Through this invention, efficient passenger matching and transportation can be achieved without altering the vehicle's planned route, demonstrating significant industrial applicability and commercial value.

Claims

1. A method for transporting passengers without altering the planned route of the vehicle, characterized in that, include: Step 1: Obtain the passenger's trip request, which includes at least the departure point and destination point; Step 2: Obtain the travel information of multiple vehicles, which includes at least the planned route sequence (or path) of the vehicle within a specific time period and the corresponding time window; Step 3: Based on the trip request and the trip information of the multiple vehicles, automatically determine a matching scheme, wherein the matching scheme includes at least one of the following: (i) Multi-vehicle relay scheme: Identify and match a group of vehicles that have a sequential relationship in time and space, so that passengers can be transported from the starting point to the destination in segments through multi-vehicle relay; (ii) Direct vehicle solution: Identify and match a vehicle whose travel information matches the route of the travel request with a preset condition, and transport the passenger directly from the departure point to the destination. Step 4: Generate and execute matching instructions, which instruct each vehicle in the matching scheme to carry passengers without changing the original planned route in its travel information.

2. The method of claim 1, wherein, The trip information is generated independently of the passenger's trip request.

3. The method according to claim 1 or 2, characterized in that, Once the trip information is generated, it remains unchanged during the matching and passenger pick-up process.

4. The method according to claim 1 or 2, characterized in that, The multi-vehicle relay scheme includes: (a) The first vehicle, whose travel information includes the route passing through the first connection point near the departure point and the route to the second connection point within the first time window; (b) The second vehicle, whose travel information includes the route within the second time window, passing near the second transfer point and leading to the third transfer point; In the multi-vehicle relay scheme, the number of vehicles is N, where N is an integer greater than or equal to 2; the travel information of the i-th vehicle is included in the path that passes near the i-th connection point and leads to the (i+1)-th connection point within the i-th time window, where i ranges from 1 to N-1; the travel information of the N-th vehicle is included in the path that passes near the destination point within the final time window.

5. The method according to claim 1 or 2, characterized in that, The connection point includes at least one of the following: (i) The connection point is dynamically calculated and determined based on the trip request and the trip information; (ii) Preset fixed stations; (iii) Any combination of the above methods.

6. The method according to claim 1 or 2, characterized in that, The itinerary information was obtained through any of the following methods: (i) Automatically predicted based on the historical travel patterns of vehicle users (or vehicle owners); (ii) Generated based on daily commuting routes set by vehicle users (or owners); (iii) The route is dynamically generated based on the real-time location and destination of the vehicle user (or owner), and once generated, the route remains unchanged during the matching and passenger pick-up process; (iv) Any combination of the above methods.

7. The method according to claim 1 or 2, characterized in that, The identification and matching also includes at least one of the following to enhance the experience value: (i) During the identification and matching process, the expected waiting time of passengers at each transfer point is used as the optimization target, and the vehicle combination that makes the expected waiting time of all transfer points optimal is automatically selected. (ii) During the identification and matching process, automatically select the vehicle combination that is optimal for overall driving.

8. The method according to claim 1 or 2, characterized in that, The generation and execution of the matching instruction also includes: Send a first connection instruction to the first vehicle, the instruction including the location of the first connection point and the estimated arrival time; Send a second shuttle instruction to the second vehicle, the instruction including the location of the second shuttle point and the estimated arrival time; Following the above method, corresponding connection instructions are sent sequentially to subsequent vehicles until the final connection instruction is sent to the Nth vehicle. Send at least one pick-up point instruction to the passenger, the instruction including the pick-up point location the passenger needs to reach and the estimated arrival time.

9. The method according to claim 1 or 2, characterized in that, It also includes reliability assurance steps: Real-time monitoring of the travel status of each vehicle; When it is detected that any vehicle may not be able to arrive at the corresponding pick-up point on time, the system automatically calculates and matches one or more alternative vehicles to take over the subsequent passenger transport tasks; At the same time, passengers will be pushed the latest travel information.

10. The method according to claim 1 or 2, characterized in that, It also includes credit management steps: Record the performance behavior of passengers and vehicles during the execution of the matching instruction. The performance behavior includes, but is not limited to: whether the passenger arrives at the pick-up point on time, whether the vehicle arrives at the pick-up point on time, and whether the passenger pick-up is completed. Based on the performance of the agreement, the credit score of the corresponding user account will be adjusted, and the credit score will affect the user's subsequent access rights or priority to use the method.

11. A passenger transport system that does not alter the planned route of a vehicle, for implementing the method according to any one of claims 1 to 10, characterized in that, include: The trip request acquisition module is used to acquire passengers' trip requests; The vehicle information acquisition module is used to acquire trip information for multiple vehicles; The matching scheme determination module is used to automatically determine the matching scheme based on the trip request and the trip information. The matching scheme includes a multi-vehicle relay scheme or a single-vehicle direct route scheme. The instruction generation module is used to generate and execute the matching instruction; The instruction execution and monitoring module is used to execute the instructions and monitor the execution status in real time.

12. A computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the method of any one of claims 1 to 10.