An integrated charging and non-charging station traditional manpower and electric bicycle mixed scheduling method and system

Abstract

The application discloses a kind of integrated charging and non-charging station traditional manpower and electric bicycle mixed scheduling method and system of traffic planning and management technical field.It is to obtain the scheduling demand and supply-demand type of each charging station / non-charging station according to the number of each type of vehicle in each charging station / non-charging station and the demand of user bicycle borrowing;With warehouse as starting point, the scheduling demand of each charging station / non-charging station is zero as iteration termination condition, and the next station is iteratively found for transport vehicle based on pre-constructed travel time matrix, and the position of transport vehicle is updated based on the next station, after transport vehicle arrives at the station, scheduling job is executed according to the scheduling demand and supply-demand type of current station, and the scheduling demand of current station is updated.The application can help shared bicycle enterprise to improve scheduling efficiency and service continuity with low technical transformation cost in mixed operation transition period, with good engineering practicability and popularization value.

Description

Technical Field

[0001] This invention relates to the field of traffic planning and management technology, and in particular to a method and system for integrated scheduling of traditional manpower and electric bicycles using charging and non-charging stations. Background Technology

[0002] During the trial phase of the electrification transformation of shared bicycles, human-powered bicycles and e-bikes were operated in a mixed manner, with charging stations and non-charging stations interspersed. At charging stations, fully charged bicycles occupied charging spots for extended periods due to the lack of a timely and effective mechanism for their removal, preventing subsequent low-battery bicycles from being rotated for charging, resulting in a near standstill in charging resource turnover. Simultaneously, low-battery e-bikes piling up at non-charging stations could only be retrieved station by station using limited dispatch capacity. Once capacity became tight, low-battery bicycles remained indefinitely, leading to a continuous decrease in the actual number of usable e-bikes at each station. The dispatch routes for human-powered bicycles and e-bikes operated independently. Non-charging stations had to handle the loading and unloading of human-powered bicycles while simultaneously dealing with the multiple tasks of retrieving low-battery bicycles and deploying usable e-bikes. The loading and unloading sequence was difficult to coordinate, resulting in repeated entries to the same station, increased empty return trips, a significant decrease in the effective transport volume per trip, a continuous decline in dispatch efficiency, and a corresponding increase in operating costs.

[0003] Furthermore, the dispatch vehicle's travel between stations and station operations both incur time consumption. Within this time window, the battery status of vehicles charging within the charging station continuously changes, potentially causing a discrepancy between the available vehicle situation when the dispatcher arrives at the station and the situation at the time of task assignment. This further exacerbates delays in task execution and misjudgments of supply and demand, severely reducing dispatch efficiency. The combined effect of these factors leads to repeated regional supply-demand mismatches in the system, continuously accumulating operational pressure on the hybrid dispatch system. Therefore, integrating traditional bicycles and e-bikes in both charging and non-charging stations has become crucial for ensuring operational stability during the transition period of shared bicycle electrification. Summary of the Invention

[0004] The purpose of this invention is to overcome the problems existing in the prior art and provide a method and system for integrated scheduling of traditional manpower and electric bicycles using charging and non-charging stations. This method and system can help shared bicycle companies improve scheduling efficiency and service continuity with lower technical transformation costs during the transition period of mixed operation. It has good engineering practicality and promotion value.

[0005] To solve the above-mentioned technical problems, the present invention is implemented using the following technical solution:

[0006] In a first aspect, the present invention provides a method for integrated scheduling of charging stations and traditional manpower and electric bicycles at non-charging stations, comprising:

[0007] Based on user car rental needs and the number of various types of vehicles in each charging / non-charging station, the dispatch requirements of each charging / non-charging station are obtained; among them, various types of vehicles include electric bicycles that can be used, low-battery electric bicycles, and human-powered bicycles.

[0008] Based on the scheduling needs of each charging station / non-charging station, obtain the supply and demand type of each charging station / non-charging station;

[0009] Starting from the warehouse, the iteration terminates when the scheduling demand of each charging station / non-charging station is zero. Based on the pre-built travel time matrix, the next station is searched for for the transport vehicle iteratively, and the position of the transport vehicle is updated based on the next station. After the transport vehicle arrives at the station, the scheduling operation is performed according to the scheduling demand and supply and demand type of the current station, and the scheduling demand of the current station is updated.

[0010] Optionally, obtaining the scheduling requirements for each charging station / non-charging station based on user car rental needs and the number of various types of vehicles in each charging station / non-charging station includes:

[0011] For any charging station Charging station Dispatch requirements for available electric bicycles for Charging station Dispatch requirements for low-battery electric bicycles for ;in, Indicates that the user is at the charging station The number of electric bicycles borrowed Indicates charging station The number of electric bicycles that can be used within the area. This represents the initial total number of low-battery electric bicycles not located in charging stations. Indicates the total number of charging stations;

[0012] For any non-charging station Non-charging station The dispatching needs of available electric bicycles for Non-charging station The dispatching needs of human-powered bicycles for Non-charging station Dispatch requirements for low-battery electric bicycles for ;in, Indicates non-charging station The number of electric bicycles that can be used. Indicates that the user is at a non-charging station The number of electric bicycles available for rent. Indicates non-charging station The number of human-powered bicycles, Indicates that the user is at a non-charging station The number of human-powered bicycles rented Indicates non-charging station The number of low-battery electric bicycles Indicates that the user is at a non-charging station Low battery electric bicycle rental volume.

[0013] Optionally, obtaining the supply and demand type of each charging station / non-charging station based on their scheduling needs includes:

[0014] For any charging station, if the dispatching demand for electric bicycles available at that charging station... satisfy If so, the charging station is determined to be a demand point for electric bicycles, and its supply and demand type is... If the charging station has a demand for dispatching electric bicycles. satisfy If so, the charging station is determined to be a supply point for usable electric bicycles, and its supply and demand type is... ;

[0015] For any non-charging station, the following judgment is made:

[0016] If the non-charging station has a dispatching demand for usable electric bicycles satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a demand point for both electric bicycles and human-powered bicycles, and its supply and demand type is [missing information]. ;

[0017] If the non-charging station has a dispatching demand for usable electric bicycles satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a demand point for electric bicycles and a supply point for human-powered bicycles, and its supply and demand type is: ;

[0018] If the non-charging station has a dispatching demand for usable electric bicycles satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a supply point for electric bicycles and a demand point for human-powered bicycles, and its supply and demand type is: ;

[0019] If the non-charging station has a dispatching demand for usable electric bicycles satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a supply point for both electric bicycles and human-powered bicycles, and its supply and demand type is [missing information]. .

[0020] Optionally, the iterative search for the next station by the transport vehicle based on the pre-built trip time matrix includes:

[0021] If there is a non-charging station with non-zero scheduling demand or a charging station with non-zero scheduling demand for electric bicycles, the next station for the transport vehicle is selected based on the principle of shortest travel time, according to the pre-constructed travel time matrix. Otherwise, the next station for the transport vehicle is selected based on the principle of shortest travel time, according to the pre-constructed travel time matrix and a charging station with non-zero scheduling demand for low-battery electric bicycles. The travel time matrix is ​​constructed based on the actual travel time of the transport vehicle to and from each station.

[0022] Optionally, the step of executing the scheduling operation based on the current site's scheduling needs and supply-demand type includes:

[0023] If the current station is a charging station, perform the scheduling operation as follows:

[0024] The remaining battery level of each electric bicycle in the charging station is updated one by one according to the travel time of the transport vehicle from the starting point to the charging station. When the remaining battery level of an electric bicycle is less than p% before the update and not less than p% after the update, the number of low-battery electric bicycles in the charging station is reduced by one, the number of available electric bicycles is increased by one, and the scheduling demand for available electric bicycles is increased by one; where p is a preset value.

[0025] Based on the transport vehicle's carrying status, the charging station's scheduling needs, supply and demand types, and the number of each type of vehicle in the charging station, calculate the loadable / unloadable quantity of each type of vehicle in the charging station, and execute the corresponding scheduling operation based on the loadable / unloadable quantity.

[0026] If the current station is not a charging station, perform the scheduling operation as follows:

[0027] Based on the transport vehicle's carrying status, the scheduling needs of the non-charging station, the supply and demand type, and the number of each type of vehicle in the non-charging station, calculate the loadable / unloadable quantity of each type of vehicle in the non-charging station, and execute the corresponding scheduling operation based on the loadable / unloadable quantity.

[0028] Optionally, the step of calculating the loadable / unloadable quantity of each type of vehicle in the charging station based on the transport vehicle's carrying status, the charging station's scheduling needs, supply and demand type, and the number of each type of vehicle in the charging station includes:

[0029] If the charging station The supply and demand type is Then the charging station The number of usable electric bicycles that can be unloaded is The charging station The number of low-battery electric bicycles that can be unloaded is ;in, This represents the function that takes the minimum value. This represents the function that takes the maximum value. Indicates charging station The dispatching needs of available electric bicycles Indicates the number of electric motorcycles that can be used for transport. Indicates charging station Parking capacity, Indicates charging station The number of electric bicycles that can be used. Indicates charging station The number of low-battery electric bicycles This indicates the number of low-battery electric vehicles transporting the vehicle.

[0030] If the charging station The supply and demand type is The following steps can be used to obtain the number of usable electric bicycles that can be loaded and the number of low-battery electric bicycles that can be unloaded:

[0031] If criterion 1 is met, then the number of electric bicycles that can be loaded is: The number of low-battery electric bicycles that can be unloaded is Among them, criterion 1 is , Indicates the capacity of the transport vehicle. This indicates the number of human-powered bicycles in the transport vehicle. This represents the initial total number of low-battery electric bicycles not located in charging stations. Indicates the total number of charging stations;

[0032] If criterion 2 is met, then the number of electric bicycles that can be loaded is: The number of low-battery electric bicycles that can be unloaded is Among them, criterion 2 is ;

[0033] If both criterion 3 and criterion 4 are satisfied, then the maximum number of electric bicycles that can be loaded is: The number of low-battery electric bicycles that can be unloaded is Among them, criterion 3 is Criterion 4 is ;

[0034] If both criterion 3 and criterion 5 are satisfied, then the maximum number of electric bicycles that can be loaded is: The number of low-battery electric bicycles that can be unloaded is Among them, criterion 5 is .

[0035] Optionally, the step of calculating the loadable / unloadable quantity of each type of vehicle in the non-charging station based on the transport vehicle's carrying status, the scheduling needs of the non-charging station, the supply and demand type, and the number of each type of vehicle in the non-charging station, and executing the corresponding scheduling operation based on the loadable / unloadable quantity, includes:

[0036] If it is not a charging station The supply and demand type is Then the non-charging station The number of usable electric bicycles that can be unloaded is The unloadable quantity of human-powered bicycles is The number of vehicles that can be loaded with low-battery power is ;in, This represents the function that takes the minimum value. Indicates non-charging station The dispatching needs of available electric bicycles Indicates the number of electric motorcycles that can be used for transport. Indicates non-charging station The demand for dispatching human-powered bicycles. This indicates the number of human-powered bicycles used in the transport vehicle. Indicates non-charging station The dispatching needs of low-battery electric bicycles This indicates the rated capacity of the transport vehicle. This indicates the number of low-battery electric vehicles transporting the vehicle.

[0037] If it is not a charging station The supply and demand type is Then the non-charging station The number of usable electric bicycles that can be unloaded is The carrying capacity of a human-powered bicycle is The number of vehicles that can be loaded with low-battery power is ;

[0038] If it is not a charging station The supply and demand type is Then the non-charging station The number of electric bicycles that can be used is The unloadable quantity of human-powered bicycles is The number of vehicles that can be loaded with low-battery power is ;

[0039] If it is not a charging station The supply and demand type is Then the non-charging station The number of electric bicycles that can be used is The carrying capacity of a human-powered bicycle is The maximum number of vehicles that can be loaded with low-battery power is:

[0040] .

[0041] Optionally, the remaining battery power of the electric bicycle is calculated using the following formula:

[0042] ,

[0043] in, express The remaining battery power of the electric bicycle at any time. This indicates the remaining battery power of the motorcycle when the transport vehicle departs from the starting point. Indicates the charging rate of the electric bicycle. This indicates the travel time of the transport vehicle from the starting point to the current station.

[0044] Optionally, updating the scheduling requirements of the current site includes:

[0045] If the current site is a charging station and the supply and demand type of the charging station is Therefore, the scheduling demand for available electric bicycles at the updated charging station is equal to the scheduling demand for available electric bicycles before the update plus the number of available electric bicycles unloaded this time. Similarly, the scheduling demand for low-battery electric bicycles after the update is equal to the scheduling demand for low-battery electric bicycles before the update plus the number of low-battery electric bicycles unloaded this time. This indicates that the charging station is a point of demand for electric bicycles;

[0046] If the current site is a charging station and the supply and demand type of the charging station is Therefore, the updated scheduling demand for usable electric bicycles at the charging station is equal to the original scheduling demand minus the number of usable electric bicycles loaded this time. The updated scheduling demand for low-battery electric bicycles is equal to the original scheduling demand plus the number of low-battery electric bicycles unloaded this time. This indicates that the charging station is a point of supply for electric bicycles.

[0047] If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update plus the number of usable e-bikes unloaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update plus the number of human-powered bicycles unloaded this time; and the scheduling demand for low-battery e-bikes after the update is equal to the scheduling demand for low-battery e-bikes before the update minus the number of low-battery e-bikes loaded this time. This indicates that the non-charging station is a point of demand for electric bicycles and human-powered bicycles.

[0048] If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update plus the number of usable e-bikes unloaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update minus the number of human-powered bicycles loaded this time; the scheduling demand for e-bikes with low battery levels after the update is equal to the scheduling demand for e-bikes with low battery levels before the update minus the number of e-bikes with low battery levels loaded this time; where, This indicates that the non-charging station is a point of demand for electric bicycles and a point of supply for human-powered bicycles;

[0049] If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update minus the number of usable e-bikes loaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update plus the number of human-powered bicycles unloaded this time; and the scheduling demand for low-battery e-bikes after the update is equal to the scheduling demand for low-battery e-bikes before the update minus the number of low-battery e-bikes loaded this time. This indicates that the non-charging station is a point of supply for electric bicycles and a point of demand for human-powered bicycles.

[0050] If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update minus the number of usable e-bikes loaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update minus the number of human-powered bicycles loaded this time; and the scheduling demand for e-bikes with low battery levels after the update is equal to the scheduling demand for e-bikes with low battery levels before the update minus the number of e-bikes with low battery levels loaded this time. This indicates that the non-charging station is a supply point for electric bicycles and human-powered bicycles.

[0051] Secondly, this invention provides an integrated dispatching system for traditional manpower and electric bicycles that combines charging and non-charging station methods, including:

[0052] The scheduling demand acquisition module is used to acquire the scheduling demand of each charging station / non-charging station based on the user's car rental demand and the number of various types of vehicles in each charging station / non-charging station; among which, various types of vehicles include electric bicycles that can be used, low-battery electric bicycles, and human-powered bicycles.

[0053] The supply and demand type acquisition module is used to acquire the supply and demand type of each charging station / non-charging station based on the scheduling requirements of each charging station / non-charging station.

[0054] The iterative scheduling module is used to start from the warehouse and terminate the iteration when the scheduling demand of each charging station / non-charging station is zero. Based on the pre-built travel time matrix, iteratively finds the next station for the transport vehicle and updates the position of the transport vehicle based on the next station. After the transport vehicle arrives at the station, it performs the scheduling operation according to the scheduling demand and supply and demand type of the current station and updates the scheduling demand of the current station.

[0055] Compared with the prior art, the beneficial effects achieved by the present invention are as follows:

[0056] 1. Starting from the actual scheduling dilemma of mixed operations, the loading and unloading needs of human-powered bicycles, rideable electric bicycles and low-battery electric bicycles are incorporated into a unified model for collaborative processing. The loading and unloading tasks of multiple vehicle types are coordinated in a single scheduling operation, reducing repeated entry and empty mileage caused by task fragmentation, effectively compressing the total time and total mileage of scheduling operations, and reducing the human and logistics costs of enterprise operations.

[0057] 2. For scenarios where charging stations and non-charging stations coexist, differentiated site operation strategies and loading / unloading priority sequences were designed to accelerate the outflow of fully charged vehicles from charging stations and the recycling of vehicles with insufficient power from non-charging stations. This improved the turnover rate of charging positions and the supply stability of rideable electric bicycles, and alleviated the supply-demand mismatch at sites caused by scheduling delays.

[0058] 3. Introducing a time dimension, the travel time between stations and the station operation time are integrated into the scheduling decision, and the battery recovery level of vehicles in the charging station is dynamically updated, so that the scheduling instructions are more in line with the real-time status of the stations, reducing the invalid handling and task conflicts caused by time delays.

[0059] 4. The implementation process is clear and the operation rules are well-defined. It is easy to integrate into the existing dispatch management system and can help shared bicycle companies improve dispatch efficiency and service continuity with lower technical transformation costs during the transition period of mixed operation. It has good engineering practicality and promotion value. Attached Figure Description

[0060] Figure 1A schematic diagram of the integrated charging and non-charging station traditional manpower and electric bicycle hybrid scheduling method provided in an embodiment of the present invention;

[0061] Figure 2 The supply and demand type provided for the embodiments of the present invention is A schematic diagram of the dispatching operation of the charging station;

[0062] Figure 3 The supply and demand type provided for the embodiments of the present invention is A schematic diagram of the dispatching operation of the charging station;

[0063] Figure 4 The supply and demand type provided for the embodiments of the present invention is A schematic diagram of the scheduling operation for non-charging stations;

[0064] Figure 5 The supply and demand type provided for the embodiments of the present invention is A schematic diagram of the scheduling operation for non-charging stations;

[0065] Figure 6 The supply and demand type provided for the embodiments of the present invention is A schematic diagram of the scheduling operation for non-charging stations;

[0066] Figure 7 The supply and demand type provided for the embodiments of the present invention is A schematic diagram of the scheduling operation for non-charging stations. Detailed Implementation

[0067] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the embodiments and specific features in the embodiments are detailed descriptions of the technical solution of the present application, rather than limitations thereof. In the absence of conflict, the embodiments and technical features in the embodiments can be combined with each other.

[0068] It should be noted that the term "and / or" in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0069] Example 1

[0070] This invention discloses a method for integrated scheduling of charging stations and traditional manpower and electric bicycles using non-charging station methods, with reference to... Figure 1 As shown, the specific steps include the following:

[0071] S1 obtains the dispatch requirements of each charging station / non-charging station based on users' car rental needs and the number of various types of vehicles in each charging station / non-charging station; among which, various types of vehicles include electric bicycles that can be used, low-battery electric bicycles, and human-powered bicycles.

[0072] S2, based on the scheduling needs of each charging station / non-charging station, obtain the supply and demand type of each charging station / non-charging station;

[0073] S3 starts from the warehouse and terminates the iteration when the scheduling demand of each charging station / non-charging station is zero. Based on the pre-built travel time matrix, the next station is searched for for the transport vehicle iteratively, and the position of the transport vehicle is updated based on the next station. After the transport vehicle arrives at the station, the scheduling operation is performed according to the scheduling demand and supply and demand type of the current station, and the scheduling demand of the current station is updated.

[0074] The scheduling scenario in this embodiment follows the following rules:

[0075] Users can park their usable e-bikes at the charging station and begin wireless charging. The charging station can be used for both charging and parking. It can accommodate e-bikes with low battery or partially charged batteries. However, users will not be able to park at a charging station once it is full. Non-charging stations can accommodate traditional bicycles, usable e-bikes, and e-bikes with low battery. E-bikes with less than p% battery are considered low battery e-bikes, while those with at least p% battery are considered usable e-bikes. Typically, p is set to 40%.

[0076] The dispatcher's operational permissions for various types of bicycles at different stations are shown in Table 1 below.

[0077] Table 1: Dispatcher's Operation Permissions for Various Single Vehicles at Different Stations

[0078] Site Type Electric bicycles are allowed Low battery electric bicycle Human-powered bicycle charging station Take and put put Non-charging station Take and put Pick Take and put

[0079] Since this embodiment only performs dispatching operations, it is defined that low-battery electric bicycles outside of charging stations refer to electric bicycles with a battery level below p%. Low-battery electric bicycles need to be transported to charging stations by the dispatcher via a transport vehicle. The dispatcher will not transport low-battery electric bicycles to non-charging stations.

[0080] For any charging station There is a demand for dispatching electric bicycles. Dispatch requirements for low-battery electric bicycles ;in, Indicates charging station For supply points where electric bicycles can be used, Indicates charging station For the demand points where electric bicycles can be used, Indicates charging station For supply points of low-battery electric bicycles, Indicates charging station This addresses the demand for low-battery electric bicycles.

[0081] For any non-charging station There is a demand for dispatching electric bicycles. Dispatch requirements for low-battery electric bicycles The dispatching needs of traditional human-powered bicycles ;in, Indicates non-charging station For supply points where electric bicycles can be used, Indicates non-charging station For the demand points where electric bicycles can be used, Indicates non-charging station For supply points of low-battery electric bicycles, Indicates non-charging station To meet the demand for low-battery electric bicycles, Indicates non-charging station For the supply points of traditional human-powered bicycles, Indicates non-charging station This addresses the demand for traditional human-powered bicycles.

[0082] At the start of the dispatch, all charging stations are demand points for low-battery electric bicycles, and low-battery electric bicycles can be unloaded from transport vehicles to these stations; all non-charging stations are supply points for low-battery electric bicycles, and low-battery electric bicycles can be loaded onto transport vehicles from these stations; the supply and demand type of charging stations / non-charging stations is only obtained once at the start of the dispatch.

[0083] For any charging station / non-charging station, if the station is a supply point for usable e-bikes, the usable e-bikes at the station can be loaded onto the transport vehicle; if the station is a demand point for usable e-bikes, the usable e-bikes on the transport vehicle can be unloaded onto the station.

[0084] For any non-charging station, if the station is a traditional human-powered bicycle supply point, the traditional human-powered bicycles at the station can be loaded onto the transport vehicle; if the station is a traditional human-powered bicycle demand point, the traditional human-powered bicycles on the transport vehicle can be unloaded at the station.

[0085] This embodiment stipulates that the space in the transport vehicle is shared by various types of shared bicycles, and each type of bicycle occupies the same space, which is one unit.

[0086] In step S1, obtaining the scheduling requirements for each charging station / non-charging station based on user car rental needs and the number of various types of vehicles in each charging station / non-charging station includes:

[0087] S1.1, for any charging station Charging station The dispatching needs of available electric bicycles for Charging station Dispatch requirements for low-battery electric bicycles for ;in, Indicates that the user is at the charging station The number of electric bicycles borrowed Indicates charging station The number of electric bicycles that can be used within the area. This represents the initial total number of low-battery electric bicycles not located in charging stations. Indicates the total number of charging stations;

[0088] S1.2, for any non-charging station Non-charging station The dispatching needs of available electric bicycles for Non-charging station The dispatching needs of human-powered bicycles for Non-charging station Dispatch requirements for low-battery electric bicycles for ;in, Indicates non-charging station The number of electric bicycles that can be used. Indicates that the user is at a non-charging station The number of electric bicycles available for rent. Indicates non-charging station The number of human-powered bicycles, Indicates that the user is at a non-charging station The number of human-powered bicycles rented Indicates non-charging station The number of low-battery electric bicycles Indicates that the user is at a non-charging station Low battery electric bicycle rental volume.

[0089] In step S2, obtaining the supply and demand type of each charging station / non-charging station based on their scheduling needs includes:

[0090] S2.1, For any charging station, if the dispatching demand for electric bicycles available at that charging station... satisfy If so, the charging station is determined to be a demand point for electric bicycles, and its supply and demand type is... The operation of this site is as follows Figure 2As shown; if the charging station has a demand for dispatching electric bicycles. satisfy If so, the charging station is determined to be a supply point for usable electric bicycles, and its supply and demand type is... The operation of this site is as follows Figure 3 As shown;

[0091] S2.2, For any non-charging station, perform the following judgment:

[0092] S2.2.1, if the non-charging station has a dispatching demand for usable electric bicycles. satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a demand point for both electric bicycles and human-powered bicycles, and its supply and demand type is [missing information]. The operation of this site is as follows Figure 4 As shown;

[0093] S2.2.2, if the non-charging station has a dispatching demand for usable electric bicycles. satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a demand point for electric bicycles and a supply point for human-powered bicycles, and its supply and demand type is: The operation of this site is as follows Figure 5 As shown;

[0094] S2.2.3, if the non-charging station has a dispatching demand for usable electric bicycles. satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a supply point for electric bicycles and a demand point for human-powered bicycles, and its supply and demand type is: The operation of this site is as follows Figure 6 As shown;

[0095] S2.2.4, if the non-charging station has a dispatching demand for usable electric bicycles. satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a supply point for both electric bicycles and human-powered bicycles, and its supply and demand type is [missing information]. The operation of this site is as follows Figure 7 As shown.

[0096] In this embodiment, the initial scheduling condition is a response to user demand. To maximize efficiency, the scheduling process is considered to have met user demand and ends when the scheduling demand for usable electric bicycles and human-powered bicycles is met and all low-battery electric bicycles in the charging stations are transported to the charging stations for charging. Therefore, this embodiment only considers the state changes of low-battery electric bicycles that are initially charging, and does not consider the state changes of low-battery electric bicycles transported to the charging stations during the scheduling process.

[0097] In step S3, the iterative search for the next station for the transport vehicle based on the pre-constructed journey time matrix includes:

[0098] If there is a non-charging station with non-zero scheduling demand or a charging station with non-zero scheduling demand for usable electric bicycles, the next stop for the transport vehicle is selected based on the shortest travel time principle, according to the pre-constructed travel time matrix. Otherwise, the next stop for the transport vehicle is selected based on the shortest travel time principle, according to the pre-constructed travel time matrix. The travel time matrix is ​​constructed using the actual round-trip travel time of the transport vehicle to each station, and the remaining battery power of the electric bicycle is calculated using the following formula:

[0099] ,

[0100] in, express The remaining battery power of the electric bicycle at any time. This indicates the remaining battery power of the motorcycle when the transport vehicle departs from the starting point. The charging rate of the electric bicycle is represented by r. In this embodiment, the charging rate r of the electric bicycle using the kickstand wireless charging technology is set to 0.35% / minute. This indicates the travel time of the transport vehicle from the starting point to the current station.

[0101] The process of executing scheduling operations based on the current site's scheduling needs and supply-demand type includes:

[0102] If the current station is a charging station, perform the scheduling operation as follows:

[0103] The remaining battery level of each electric bicycle in the charging station is updated one by one according to the travel time of the transport vehicle from the starting point to the charging station. When the remaining battery level of an electric bicycle is less than p% before the update and not less than p% after the update, the number of low-battery electric bicycles in the charging station is reduced by one, the number of available electric bicycles is increased by one, and the scheduling demand for available electric bicycles is increased by one; where p is a preset value.

[0104] Based on the transport vehicle's carrying status, the charging station's scheduling needs, supply and demand types, and the number of each type of vehicle in the charging station, calculate the loadable / unloadable quantity of each type of vehicle in the charging station, and execute the corresponding scheduling operation based on the loadable / unloadable quantity.

[0105] If the current station is not a charging station, perform the scheduling operation as follows:

[0106] Based on the transport vehicle's carrying status, the scheduling needs of the non-charging station, the supply and demand type, and the number of each type of vehicle in the non-charging station, calculate the loadable / unloadable quantity of each type of vehicle in the non-charging station, and execute the corresponding scheduling operation based on the loadable / unloadable quantity.

[0107] The calculation of the loadable / unloadable quantity of each type of vehicle in the charging station, based on the transport vehicle's carrying status, the charging station's scheduling needs, supply and demand types, and the number of each type of vehicle in the charging station, includes:

[0108] If the charging station The supply and demand type is The operation of this site is as follows Figure 2 As shown, this charging station The number of usable electric bicycles that can be unloaded is The charging station The number of low-battery electric bicycles that can be unloaded is During dispatching, usable electric bicycles are unloaded first, followed by those with low battery levels. This represents the function that takes the minimum value. This represents the function that takes the maximum value. Indicates charging station The dispatching needs of available electric bicycles Indicates the number of electric motorcycles that can be used for transport. Indicates charging station Parking capacity, Indicates charging station The number of electric bicycles that can be used. Indicates charging station The number of low-battery electric bicycles This indicates the number of low-battery electric vehicles transporting the vehicle.

[0109] If the charging station The supply and demand type is The operation of this site is as follows Figure 3 As shown, first unload the low-battery electric bicycles, then load the usable electric bicycles. Specifically, the following steps are used to obtain the number of usable electric bicycles that can be loaded and the number of low-battery electric bicycles that can be unloaded:

[0110] First, determine the initial number of low-battery electric bicycles that can be unloaded: ;

[0111] (i) If the initial number of low-battery electric bicycles that can be unloaded is The final number of low-battery electric bicycles that can be unloaded is The final number of usable electric bicycles that can be loaded is ;in, This indicates that the charging station can meet the dispatching needs of electric bicycles. Indicates the capacity of the transport vehicle. This indicates the number of usable electric motorcycles in the transport vehicle. This indicates the number of low-battery electric vehicles in the transport vehicle. This indicates the number of human-powered bicycles in the transport vehicle. This represents the initial total number of low-battery electric bicycles not located in charging stations. This indicates the total number of charging stations. Indicates charging station Parking capacity, Indicates charging station The number of electric bicycles that can be used. Indicates charging station The number of low-battery electric bicycles;

[0112] (ii) If the initial number of low-battery electric bicycles that can be unloaded is The final number of low-battery electric bicycles that can be unloaded is The final number of usable electric bicycles that can be loaded is ;in, This indicates the rated capacity of the transport vehicle. This indicates the number of human-powered bicycles used in the transport vehicle;

[0113] (iii) If the initial number of low-battery electric bicycles that can be unloaded is The number of electric bicycles that can be used for the first loading is: ;

[0114] 1) If the number of electric bicycles that can be used for the first loading is... The number of low-battery electric bicycles unloaded in the second unloading is The final load of usable electric bicycles is The final unloaded low-battery electric bicycles were ;

[0115] 2) The number of electric motorcycles that can be used for the first loading Then the number of usable electric vehicles that can be loaded the second time is equal to the number of low-battery electric bicycles that can be unloaded the second time, with the value being: ;

[0116] The final number of usable electric vehicles installed is: ,

[0117] The final number of low-battery electric bicycles unloaded was: .

[0118] Based on the transport vehicle's carrying status, the scheduling needs of the non-charging station, the supply and demand type, and the number of each type of vehicle within the non-charging station, calculate the loadable / unloadable quantity of each type of vehicle within the non-charging station, and execute corresponding scheduling operations based on the loadable / unloadable quantities, including:

[0119] If it is not a charging station The supply and demand type is The operation of this site is as follows Figure 4 As shown, this is a non-charging station. The number of usable electric bicycles that can be unloaded is The unloadable quantity of human-powered bicycles is The number of vehicles that can be loaded with low-battery power is ;in, This represents the function that takes the minimum value. Indicates non-charging station The dispatching needs of available electric bicycles Indicates the number of electric motorcycles that can be used for transport. Indicates non-charging station The demand for dispatching human-powered bicycles. This indicates the number of human-powered bicycles used in the transport vehicle. Indicates non-charging station The dispatching needs of low-battery electric bicycles This indicates the rated capacity of the transport vehicle. This indicates the number of low-battery electric vehicles transporting the vehicle.

[0120] If it is not a charging station The supply and demand type is The operation of this site is as follows Figure 5 As shown, this is a non-charging station. The number of usable electric bicycles that can be unloaded is The carrying capacity of a human-powered bicycle is The number of vehicles that can be loaded with low-battery power is ;

[0121] If it is not a charging station The supply and demand type is The operation of this site is as follows Figure 6 As shown, this is a non-charging station. The number of electric bicycles that can be used is The unloadable quantity of human-powered bicycles is The number of vehicles that can be loaded with low-battery power is ;

[0122] If it is not a charging station The supply and demand type is The operation of this site is as follows Figure 7 As shown, this is a non-charging station. The number of electric bicycles that can be used is The carrying capacity of a human-powered bicycle is The maximum number of vehicles that can be loaded with low-battery power is:

[0123] .

[0124] Update the scheduling requirements for the current site, including:

[0125] If the current site is a charging station and the supply and demand type of the charging station is Therefore, the scheduling demand for available electric bicycles at the updated charging station is equal to the scheduling demand for available electric bicycles before the update plus the number of available electric bicycles unloaded this time. Similarly, the scheduling demand for low-battery electric bicycles after the update is equal to the scheduling demand for low-battery electric bicycles before the update plus the number of low-battery electric bicycles unloaded this time. This indicates that the charging station is a point of demand for electric bicycles;

[0126] If the current site is a charging station and the supply and demand type of the charging station is Therefore, the updated scheduling demand for usable electric bicycles at the charging station is equal to the original scheduling demand minus the number of usable electric bicycles loaded this time. The updated scheduling demand for low-battery electric bicycles is equal to the original scheduling demand plus the number of low-battery electric bicycles unloaded this time. This indicates that the charging station is a point of supply for electric bicycles.

[0127] If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update plus the number of usable e-bikes unloaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update plus the number of human-powered bicycles unloaded this time; and the scheduling demand for low-battery e-bikes after the update is equal to the scheduling demand for low-battery e-bikes before the update minus the number of low-battery e-bikes loaded this time. This indicates that the non-charging station is a point of demand for electric bicycles and human-powered bicycles.

[0128] If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update plus the number of usable e-bikes unloaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update minus the number of human-powered bicycles loaded this time; the scheduling demand for e-bikes with low battery levels after the update is equal to the scheduling demand for e-bikes with low battery levels before the update minus the number of e-bikes with low battery levels loaded this time; where, This indicates that the non-charging station is a point of demand for electric bicycles and a point of supply for human-powered bicycles;

[0129] If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update minus the number of usable e-bikes loaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update plus the number of human-powered bicycles unloaded this time; and the scheduling demand for low-battery e-bikes after the update is equal to the scheduling demand for low-battery e-bikes before the update minus the number of low-battery e-bikes loaded this time. This indicates that the non-charging station is a point of supply for electric bicycles and a point of demand for human-powered bicycles.

[0130] If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update minus the number of usable e-bikes loaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update minus the number of human-powered bicycles loaded this time; and the scheduling demand for e-bikes with low battery levels after the update is equal to the scheduling demand for e-bikes with low battery levels before the update minus the number of e-bikes with low battery levels loaded this time. This indicates that the non-charging station is a supply point for electric bicycles and human-powered bicycles.

[0131] In summary, the integrated charging and non-charging station traditional manpower and electric bicycle hybrid dispatching method proposed in this embodiment has a clear process and well-defined operating rules. It is easy to embed into existing dispatch management systems and can help shared bicycle companies improve dispatch efficiency and service continuity with lower technical transformation costs during the hybrid operation transition period. It has good engineering practicality and promotion value.

[0132] Example 2:

[0133] The following detailed explanation, using specific examples, illustrates the integrated charging and non-charging station traditional manpower and electric bicycle hybrid scheduling method described in Example 1.

[0134] In this embodiment, the travel time matrix between each charging station, non-charging station, and warehouse is shown in Table 2 below, where the unit is hours (h); 0 represents the warehouse, 1 and 2 represent charging stations, and 3 and 4 represent non-charging stations.

[0135] Table 2: Trip Time Matrix

[0136] 0 0 0.45 0.6 0.4 0.75 1 0.45 0 0.55 0.65 0.4 2 0.6 0.55 0 0.6 0.7 3 0.4 0.65 0.6 0 0.5 4 0.75 0.4 0.7 0.5 0

[0137] The number of various types of bicycles at each charging station and non-charging station at the start time is shown in Table 3 below. In the table, r represents human-powered bicycles, e represents electric bicycles that can be used, and lb represents low-battery electric bicycles.

[0138] Table 3: Number of various types of bicycles at each station at the starting time

[0139] 0 1 2 3 4 r 5 7 e 4 6 8 6 lb 1 1 1 1

[0140] In this embodiment, the number of bicycles rented by users at each station is shown in Table 4 below;

[0141] Table 4: Number of bikes rented by users at each station

[0142] 0 1 2 3 4 r 4 8 e 2 7 10 5 lb

[0143] The scheduling requirements of each station at the start time are shown in Table 5 below. In the table, + indicates a supply point and - indicates a demand point.

[0144] Table 5: Scheduling requirements at the start time

[0145] 0 1 2 3 4 r 0 +1 -1 e 0 +2 -1 2 +1 lb 0 -1 -1 +1 +1

[0146] Based on the scheduling needs of each station, the supply and demand types of each station are divided into the following six categories. The first category is the demand point for usable electric bicycles—the demand point for low-battery electric bicycles—charging stations, i.e., the supply and demand type is... Since all charging stations initially represent demand points for low-battery electric bicycles, they are not specifically distinguished in the supply and demand type symbols. The second type is: available electric bicycle supply points – low-battery electric bicycle demand points – charging stations, i.e., the supply and demand type is... The third category is the demand point for electric vehicles—demand point for human-powered bicycles—supply point for electric bicycles with low battery levels—non-charging stations, i.e., the supply and demand type is... Since all non-charging stations were initially designated as supply points for low-battery electric bicycles, they were not specifically distinguished in the supply and demand type symbols. The fourth category is: electric vehicle demand point – human-powered bicycle supply point – low-battery electric bicycle supply point – non-charging station, i.e., the supply and demand type is... The fifth category is the supply point of electric bicycles—demand point of human-powered bicycles—low-battery electric bicycles—non-charging stations, i.e., the supply and demand type is... The sixth category includes electric bicycle supply points – human-powered bicycle supply points – low-battery electric bicycles – non-charging stations, i.e., the supply and demand type is... .

[0147] Based on this, the supply and demand type of charging station 1 is: The supply and demand type of charging station 2 is: The supply and demand type of non-charging station 3 is as follows: The supply and demand type of non-charging station 4 is as follows: .

[0148] The initial states of each charging station are shown in Table 6 below. In the table, U 0c This represents the initial number of low-battery electric bicycles charging at each charging station, where Mc represents the capacity of each charging station, and N represents the capacity of each charging station. 0c Let Q(0) represent the number of electric bicycles that can be used at each charging station at the beginning. Let Q(0) represent the remaining power of each low-power electric bicycle at each charging station at the beginning. Let the threshold for determining whether an electric bicycle can be used be P=50%.

[0149] Table 6: Initial Status of Each Charging Station

[0150] charging station 1 2 <![CDATA[U0]]> 1 1 <![CDATA[M c ]]> 8 10 <![CDATA[N0]]> 4 6 Q(0) 33% 15%

[0151] Initially, the transport vehicle departs from the warehouse, with zero human-powered bicycles, zero usable electric bicycles, and zero low-battery electric bicycles inside. The truck's capacity is 8.

[0152] The scheduling requirements for the first scheduling are shown in Table 7 below.

[0153] Table 7: Scheduling requirements during the first scheduling

[0154] 0 1 2 3 4 r 0 +1 -1 e 0 +2 -1 -2 +1 lb 0 -1 -1 +1 +1

[0155] At this time, the truck is at 0,T r T e T lb All are 0. Based on the trip time matrix, the transport vehicle selects a non-charging station with non-zero dispatch demand or a charging station with non-zero dispatch demand for usable electric bicycles as its next stop, according to the principle of shortest trip time. Visit 3, for... .

[0156] Arrival time: 0.4h. Maximum number of operations that can be performed at this site: r=+1, e=0, lb=+1.

[0157] The scheduling requirements for each site after the update are shown in Table 8 below.

[0158] Table 8: Scheduling requirements updated at each site after the first scheduling

[0159] 0 1 2 3 4 r 0 0 -1 e 0 +2 -1 -2 +1 lb 0 -1 -1 0 +1

[0160] T inside the transport vehicle r =1,T e =0,T lb =1.

[0161] The second scheduling uses the updated scheduling requirements of each station after the first scheduling, as shown in Table 8.

[0162] At this time, T inside the transport vehicle r =1,T e =0,T lb =1, Based on the trip time matrix, the transport vehicle selects a non-charging station with non-zero scheduling demand or a charging station with non-zero scheduling demand for usable electric bicycles as its next stop according to the principle of shortest trip time. Visit 4, for .

[0163] Arrival time: 0.9h. Maximum number of operations that can be performed at this site: r=-1, e=+1, lb=+1.

[0164] The scheduling requirements for each site after the update are shown in Table 9 below.

[0165] Table 9: Scheduling requirements updated at each site after the second scheduling

[0166] 0 1 2 3 4 r 0 0 0 e 0 +2 -1 -2 0 lb 0 -1 -1 0 0

[0167] T inside the transport vehicle r =0,T e =1,T lb =2.

[0168] The third scheduling uses the updated scheduling requirements of each station after the second scheduling, as shown in Table 9.

[0169] At this time, T inside the transport vehicle r =0,T e =1,T lb =2, based on the trip time matrix, the transport vehicle selects a non-charging station with non-zero scheduling demand or a charging station with non-zero scheduling demand for usable electric bicycles as its next stop according to the principle of shortest trip time. Visit 1, for .

[0170] At arrival time 1.3h, there is one low-battery electric bicycle charging at the charging station. According to the formula, the electric bicycle's current battery level is 60×1.3×0.35%+33%=60.3%>50%, which means it can be converted into a usable electric bicycle. Therefore, the scheduling requirements of the charging station need to be updated. The updated scheduling requirements are shown in Table 10 below.

[0171] Table 10: Scheduling requirements for converting low-battery electric bicycles into usable electric bicycles during the third scheduling phase.

[0172] 0 1 2 3 4 r 0 0 0 e 0 +3 -1 -2 0 lb 0 -1 -1 0 0

[0173] The maximum number of operations that can be performed on this site at this time is: r=0, e=+3, lb=-1.

[0174] The scheduling requirements for each site after the operation and update are shown in Table 11 below.

[0175] Table 11: Scheduling requirements updated at each site after the third scheduling

[0176] 0 1 2 3 4 r 0 0 0 e 0 0 -1 -2 0 lb 0 0 -1 0 0

[0177] T inside the transport vehicle r =0,T e =4,T lb =1.

[0178] The fourth scheduling uses the updated scheduling requirements of each station after the third scheduling, as shown in Table 11.

[0179] At this time, T inside the transport vehicle r =0,T e =4,T lb =1, Based on the trip time matrix, the transport vehicle selects a non-charging station with non-zero dispatch demand or a charging station with non-zero dispatch demand for usable electric bicycles as its next stop according to the principle of shortest trip time. Visit 2, for .

[0180] At arrival time 1.85h, there is one low-battery electric bicycle charging at the charging station. According to the formula, the electric bicycle's current battery level is 60×1.85×0.35%+15%=53.85%>50%, which means it can be converted into a usable electric bicycle. Therefore, the scheduling requirements need to be updated. The updated scheduling requirements are shown in Table 12 below.

[0181] Table 12: Scheduling requirements for converting low-battery electric bicycles into usable electric bicycles during the fourth scheduling phase.

[0182] 0 1 2 3 4 r 0 0 0 e 0 0 0 -2 0 lb 0 0 -1 0 0

[0183] The maximum number of operations that can be performed on this site at this time is: r=0, e=0, lb=-1.

[0184] The scheduling requirements for each site after the operation and update are shown in Table 13 below.

[0185] Table 13: Scheduling requirements updated at each site after the fourth scheduling round

[0186] 0 1 2 3 4 r 0 0 0 e 0 0 0 -2 0 lb 0 0 0 0 0

[0187] T inside the transport vehicle r =0,Te =4,T lb =0.

[0188] The fifth scheduling uses the updated scheduling requirements of each station after the fourth scheduling, as shown in Table 13.

[0189] At this time, T inside the transport vehicle r =0,T e =4,T lb =0, the transport vehicle selects a non-charging station with non-zero scheduling demand or a charging station with non-zero scheduling demand for electric bicycles as its next stop based on the shortest travel time matrix and the principle of minimizing travel time. Visit 3, for .

[0190] Arrival time 2.45h, maximum number of operations that can be performed at this site: r=0, e=-2, lb=0.

[0191] The scheduling requirements for each site after the operation and update are shown in Table 14 below.

[0192] Table 14: Scheduling requirements updated at each site after the fifth scheduling round

[0193] 0 1 2 3 4 r 0 0 0 e 0 0 0 0 0 lb 0 0 0 0 0

[0194] T inside the transport vehicle r =0,T e =2,T lb =0.

[0195] The final dispatching work was completed, and the truck was loaded with two usable electric bicycles and transported to the warehouse. These can be considered as two low-battery electric bicycles converted from those in the charging station.

[0196] In summary, the data collection results for the rebalancing of human-powered bicycles and electric bicycles in integrated charging stations and non-charging stations are shown in Table 15 below.

[0197] Table 15: Data Collection Results of Rebalancing of Human-Powered Bicycles and Electric Bicycles at Charging Stations and Non-Charging Stations

[0198] Tr Te Tlb Access Nodes Loading and unloading quantity Loading and unloading quantity Loading and unloading lb quantity first 1 0 1 3 +1 0 +1 The second 0 1 2 4 -1 +1 + The third 0 4 1 1 0 +3 -1 Fourth 0 4 0 2 0 0 -1 Fifth 0 2 0 3 0 -2 0

[0199] Example 3:

[0200] Based on the same inventive concept as Embodiment 1, this embodiment of the invention discloses a hybrid dispatching system integrating traditional manpower and electric bicycles for charging and non-charging stations, comprising:

[0201] The scheduling demand acquisition module is used to acquire the scheduling demand of each charging station / non-charging station based on the user's car rental demand and the number of various types of vehicles in each charging station / non-charging station; among which, various types of vehicles include electric bicycles that can be used, low-battery electric bicycles, and human-powered bicycles.

[0202] The supply and demand type acquisition module is used to acquire the supply and demand type of each charging station / non-charging station based on the scheduling requirements of each charging station / non-charging station.

[0203] The iterative scheduling module is used to start from the warehouse and terminate the iteration when the scheduling demand of each charging station / non-charging station is zero. Based on the pre-built travel time matrix, iteratively finds the next station for the transport vehicle and updates the position of the transport vehicle based on the next station. After the transport vehicle arrives at the station, it performs the scheduling operation according to the scheduling demand and supply and demand type of the current station and updates the scheduling demand of the current station.

[0204] The specific functions of each module described above are explained in the relevant content of the method in Embodiment 1, and will not be repeated here.

[0205] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0206] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0207] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0208] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0209] The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the specific embodiments described above. The specific embodiments described above are merely illustrative and not restrictive. Those skilled in the art can make many other forms under the guidance of the present invention without departing from the spirit and scope of the claims. All of these forms are within the protection scope of the present invention.

Claims

1. A method for integrated scheduling of charging stations and traditional manpower and electric bicycles using non-charging stations, characterized in that, include: Based on user car rental needs and the number of various types of vehicles in each charging / non-charging station, the dispatch requirements of each charging / non-charging station are obtained; among them, various types of vehicles include electric bicycles that can be used, low-battery electric bicycles, and human-powered bicycles. Based on the scheduling needs of each charging station / non-charging station, obtain the supply and demand type of each charging station / non-charging station; Starting from the warehouse, the iteration terminates when the scheduling demand of each charging station / non-charging station is zero. Based on the pre-built travel time matrix, the next station is searched for for the transport vehicle iteratively, and the position of the transport vehicle is updated based on the next station. After the transport vehicle arrives at the station, the scheduling operation is performed according to the scheduling demand and supply and demand type of the current station, and the scheduling demand of the current station is updated.

2. The integrated charging and non-charging station traditional manpower and electric bicycle hybrid dispatching method according to claim 1, characterized in that, The process of obtaining the scheduling requirements for each charging station / non-charging station based on user car rental needs and the number of various types of vehicles in each charging station / non-charging station includes: For any charging station Charging station The dispatching needs of available electric bicycles for Charging station Dispatch requirements for low-battery electric bicycles for ;in, Indicates that the user is at the charging station The number of electric bicycles borrowed Indicates charging station The number of electric bicycles that can be used within the area. This represents the initial total number of low-battery electric bicycles not located in charging stations. Indicates the total number of charging stations; For any non-charging station Non-charging station The dispatching needs of available electric bicycles for Non-charging station The dispatching needs of human-powered bicycles for Non-charging station Dispatch requirements for low-battery electric bicycles for ;in, Indicates non-charging station The number of electric bicycles that can be used. Indicates that the user is at a non-charging station The number of electric bicycles available for rent. Indicates non-charging station The number of human-powered bicycles, Indicates that the user is at a non-charging station The number of human-powered bicycles rented Indicates non-charging station The number of low-battery electric bicycles Indicates that the user is at a non-charging station Low battery electric bicycle rental volume.

3. The integrated charging and non-charging station traditional manpower and electric bicycle hybrid dispatching method according to claim 1, characterized in that, The step of obtaining the supply and demand type of each charging station / non-charging station based on their scheduling needs includes: For any charging station, if the dispatching demand for electric bicycles available at that charging station... satisfy If so, the charging station is determined to be a demand point for electric bicycles, and its supply and demand type is... If the charging station has a demand for dispatching electric bicycles. satisfy If so, the charging station is determined to be a supply point for usable electric bicycles, and its supply and demand type is... ; For any non-charging station, the following judgment is made: If the non-charging station has a dispatching demand for usable electric bicycles satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a demand point for both electric bicycles and human-powered bicycles, and its supply and demand type is [missing information]. ; If the non-charging station has a dispatching demand for usable electric bicycles satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a demand point for electric bicycles and a supply point for human-powered bicycles, and its supply and demand type is: ; If the non-charging station has a dispatching demand for usable electric bicycles satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a supply point for electric bicycles and a demand point for human-powered bicycles, and its supply and demand type is: ; If the non-charging station has a dispatching demand for usable electric bicycles satisfy Furthermore, the dispatching needs of human-powered bicycles that are not at charging stations satisfy If so, the charging station is determined to be a supply point for both electric bicycles and human-powered bicycles, and its supply and demand type is [missing information]. .

4. The integrated charging and non-charging station traditional manpower and electric bicycle hybrid dispatching method according to claim 1, characterized in that, The method of iteratively finding the next station for the transport vehicle based on the pre-constructed trip time matrix includes: If there is a non-charging station with non-zero scheduling demand or a charging station with non-zero scheduling demand for electric bicycles, the next station for the transport vehicle is selected based on the principle of shortest travel time, according to the pre-constructed travel time matrix. Otherwise, the next station for the transport vehicle is selected based on the principle of shortest travel time, according to the pre-constructed travel time matrix and a charging station with non-zero scheduling demand for low-battery electric bicycles. The travel time matrix is ​​constructed based on the actual travel time of the transport vehicle to and from each station.

5. The integrated charging and non-charging station traditional manpower and electric bicycle hybrid dispatching method according to claim 1, characterized in that, The process of executing scheduling operations based on the current site's scheduling needs and supply-demand type includes: If the current station is a charging station, perform the scheduling operation as follows: The remaining battery level of each electric bicycle in the charging station is updated one by one according to the travel time of the transport vehicle from the starting point to the charging station. When the remaining battery level of an electric bicycle is less than p% before the update and not less than p% after the update, the number of low-battery electric bicycles in the charging station is reduced by one, the number of available electric bicycles is increased by one, and the scheduling demand for available electric bicycles is increased by one; where p is a preset value. Based on the transport vehicle's carrying status, the charging station's scheduling needs, supply and demand types, and the number of each type of vehicle in the charging station, calculate the loadable / unloadable quantity of each type of vehicle in the charging station, and execute the corresponding scheduling operation based on the loadable / unloadable quantity. If the current station is not a charging station, perform the scheduling operation as follows: Based on the transport vehicle's carrying status, the scheduling needs of the non-charging station, the supply and demand type, and the number of each type of vehicle in the non-charging station, calculate the loadable / unloadable quantity of each type of vehicle in the non-charging station, and execute the corresponding scheduling operation based on the loadable / unloadable quantity.

6. The integrated charging and non-charging station traditional manpower and electric bicycle hybrid dispatching method according to claim 5, characterized in that, The calculation of the loadable / unloadable quantity of each type of vehicle in the charging station, based on the transport vehicle's carrying status, the charging station's scheduling needs, supply and demand types, and the number of each type of vehicle in the charging station, includes: If the charging station The supply and demand type is Then the charging station The number of usable electric bicycles that can be unloaded is The charging station The number of low-battery electric bicycles that can be unloaded is ;in, This represents the function that takes the minimum value. This represents the function that takes the maximum value. Indicates charging station The dispatching needs of available electric bicycles Indicates the number of electric motorcycles that can be used for transport. Indicates charging station Parking capacity, Indicates charging station The number of electric bicycles that can be used. Indicates charging station The number of low-battery electric bicycles This indicates the number of low-battery electric vehicles transporting the vehicle. If the charging station The supply and demand type is The following steps can be used to obtain the number of usable electric bicycles that can be loaded and the number of low-battery electric bicycles that can be unloaded: If criterion 1 is met, then the number of electric bicycles that can be loaded is: The number of low-battery electric bicycles that can be unloaded is Among them, criterion 1 is , Indicates the capacity of the transport vehicle. This indicates the number of human-powered bicycles in the transport vehicle. This represents the initial total number of low-battery electric bicycles not located in charging stations. Indicates the total number of charging stations; If criterion 2 is met, then the number of electric bicycles that can be loaded is: The number of low-battery electric bicycles that can be unloaded is Among them, criterion 2 is ; If both criterion 3 and criterion 4 are satisfied, then the maximum number of electric bicycles that can be loaded is: The number of low-battery electric bicycles that can be unloaded is Among them, criterion 3 is Criterion 4 is ; If both criterion 3 and criterion 5 are satisfied, then the maximum number of electric bicycles that can be loaded is: The number of low-battery electric bicycles that can be unloaded is Among them, criterion 5 is .

7. The integrated charging and non-charging station traditional manpower and electric bicycle hybrid dispatching method according to claim 5, characterized in that, The process involves calculating the loadable / unloadable quantities of each type of vehicle within the non-charging station based on the vehicle's carrying status, the station's scheduling needs, supply and demand types, and the number of vehicles of each type within the station. The corresponding scheduling operation is then executed based on these quantities, including: If it is not a charging station The supply and demand type is Then the non-charging station The number of usable electric bicycles that can be unloaded is The unloadable quantity of human-powered bicycles is The number of vehicles that can be loaded with low-battery power is ;in, This represents the function that takes the minimum value. Indicates non-charging station The dispatching needs of available electric bicycles Indicates the number of electric motorcycles that can be used for transport. Indicates non-charging station The demand for dispatching human-powered bicycles. This indicates the number of human-powered bicycles used in the transport vehicle. Indicates non-charging station The dispatching needs of low-battery electric bicycles This indicates the rated capacity of the transport vehicle. This indicates the number of low-battery electric vehicles transporting the vehicle. If it is not a charging station The supply and demand type is Then the non-charging station The number of usable electric bicycles that can be unloaded is The carrying capacity of a human-powered bicycle is The number of vehicles that can be loaded with low-battery power is ; If it is not a charging station The supply and demand type is Then the non-charging station The number of electric bicycles that can be used is The unloadable quantity of human-powered bicycles is The number of vehicles that can be loaded with low-battery power is ; If it is not a charging station The supply and demand type is Then the non-charging station The number of electric bicycles that can be used is The carrying capacity of a human-powered bicycle is The maximum number of vehicles that can be loaded with low-battery power is: 。 8. The integrated charging and non-charging station traditional manpower and electric bicycle hybrid dispatching method according to claim 5, characterized in that, The remaining battery power of the electric bicycle is calculated using the following formula: ， in, express The remaining battery power of the electric bicycle at any time. This indicates the remaining battery power of the motorcycle when the transport vehicle departs from the starting point. Indicates the charging rate of the electric bicycle. This indicates the travel time of the transport vehicle from the starting point to the current station.

9. The integrated charging and non-charging station traditional manpower and electric bicycle hybrid dispatching method according to claim 1, characterized in that, The updated scheduling requirements for the current site include: If the current site is a charging station and the supply and demand type of the charging station is Therefore, the scheduling demand for available electric bicycles at the updated charging station is equal to the scheduling demand for available electric bicycles before the update plus the number of available electric bicycles unloaded this time. Similarly, the scheduling demand for low-battery electric bicycles after the update is equal to the scheduling demand for low-battery electric bicycles before the update plus the number of low-battery electric bicycles unloaded this time. This indicates that the charging station is a point of demand for electric bicycles; If the current site is a charging station and the supply and demand type of the charging station is Therefore, the updated scheduling demand for usable electric bicycles at the charging station is equal to the original scheduling demand minus the number of usable electric bicycles loaded this time. The updated scheduling demand for low-battery electric bicycles is equal to the original scheduling demand plus the number of low-battery electric bicycles unloaded this time. This indicates that the charging station is a point of supply for electric bicycles. If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update plus the number of usable e-bikes unloaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update plus the number of human-powered bicycles unloaded this time; and the scheduling demand for low-battery e-bikes after the update is equal to the scheduling demand for low-battery e-bikes before the update minus the number of low-battery e-bikes loaded this time. This indicates that the non-charging station is a point of demand for electric bicycles and human-powered bicycles. If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update plus the number of usable e-bikes unloaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update minus the number of human-powered bicycles loaded this time; the scheduling demand for e-bikes with low battery levels after the update is equal to the scheduling demand for e-bikes with low battery levels before the update minus the number of e-bikes with low battery levels loaded this time; where, This indicates that the non-charging station is a point of demand for electric bicycles and a point of supply for human-powered bicycles; If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update minus the number of usable e-bikes loaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update plus the number of human-powered bicycles unloaded this time; and the scheduling demand for low-battery e-bikes after the update is equal to the scheduling demand for low-battery e-bikes before the update minus the number of low-battery e-bikes loaded this time. This indicates that the non-charging station is a point of supply for electric bicycles and a point of demand for human-powered bicycles. If the current site is not a charging station and the supply and demand type of that non-charging station is Then, the scheduling demand for usable e-bikes after the update at the non-charging station is equal to the scheduling demand for usable e-bikes before the update minus the number of usable e-bikes loaded this time; the scheduling demand for human-powered bicycles after the update is equal to the scheduling demand for human-powered bicycles before the update minus the number of human-powered bicycles loaded this time; and the scheduling demand for e-bikes with low battery levels after the update is equal to the scheduling demand for e-bikes with low battery levels before the update minus the number of e-bikes with low battery levels loaded this time. This indicates that the non-charging station is a supply point for electric bicycles and human-powered bicycles.

10. A hybrid dispatching system integrating charging and non-charging station traditional manpower and electric bicycles, characterized in that, include: The scheduling demand acquisition module is used to acquire the scheduling demand of each charging station / non-charging station based on the user's car rental demand and the number of various types of vehicles in each charging station / non-charging station; among which, various types of vehicles include electric bicycles that can be used, low-battery electric bicycles, and human-powered bicycles. The supply and demand type acquisition module is used to acquire the supply and demand type of each charging station / non-charging station based on the scheduling requirements of each charging station / non-charging station. The iterative scheduling module is used to start from the warehouse and terminate the iteration when the scheduling demand of each charging station / non-charging station is zero. Based on the pre-built travel time matrix, iteratively finds the next station for the transport vehicle and updates the position of the transport vehicle based on the next station. After the transport vehicle arrives at the station, it performs the scheduling operation according to the scheduling demand and supply and demand type of the current station and updates the scheduling demand of the current station.

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