CN113393073B - Dispatching system and method for sharing transfer and connection between automobile and rail transit - Google Patents

Dispatching system and method for sharing transfer and connection between automobile and rail transit Download PDF

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CN113393073B
CN113393073B CN202110380387.8A CN202110380387A CN113393073B CN 113393073 B CN113393073 B CN 113393073B CN 202110380387 A CN202110380387 A CN 202110380387A CN 113393073 B CN113393073 B CN 113393073B
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王楠
周欣霖
王宁宁
魏奥
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Abstract

The invention relates to a shared automobile and rail transit transfer and docking scheduling system and method; constructing a shared automobile and rail transit transfer and connection autonomous migration scheduling model based on a time window; the objective function of the scheduling model is the maximum revenue function of the shared automobile manufacturer, i.e.
Figure DDA0003012703750000011
When a shared automobile and rail transit transfer connection is carried out for scheduling organization, continuously updating the target function in the process of seeking the optimal scheduling scheme until the target function reaches the maximum value, and when the maximum value of the target function is stable, calculating a result to be the optimal scheduling scheme; the invention optimizes the transfer and connection scheduling of the shared automobile and the rail transit, completely respects the user intention in the connection service range, enables the user to schedule by himself, avoids manual scheduling, and improves the transfer and connection capability of the shared automobile and the rail transit; the user travel experience degree is fully considered, the appointment time window is designed, the situation that the user experience is neglected due to the fact that automobile manufacturers share the automobile manufacturers to improve income is avoided, and the user behaviors are standardized.

Description

Dispatching system and method for sharing transfer and connection between automobile and rail transit
Technical Field
The invention relates to the field of shared automobile scheduling, in particular to a scheduling system and method for transfer and connection of a shared automobile and rail transit.
Background
Urban rail transit has the advantages of high speed, large transportation capacity, low carbon, environmental protection, safety, high efficiency and the like, but the urban rail transit is difficult to realize door-to-door travel service, the density of a built rail network is low, the utilization rate of stations is not high, and travelers usually need to adopt other traffic modes to reach rail transfer stations.
Along with the trend of sharing economy, the shared automobile serving as a newly appeared public transportation travel mode in recent years in China meets the requirements, and a user can directly drive the shared automobile to a target place, so that the shared automobile is comfortable to ride, convenient and fast.
At present, research on 'transfer of shared automobiles and rail transit' is less, and supply relations between shared automobiles in domestic cities and parking spaces of rail stations are not matched, so that transfer connection between the shared automobiles and the rail transit is not efficient enough.
Therefore, in view of the superiority and feasibility of "shared cars + rail transit", it is necessary to provide an effective scheduling method to solve the problem of the current "shared cars and rail transit transfer" mode.
Disclosure of Invention
The invention aims to solve the technical problems that in the prior art, a user is inconvenient to transfer and connect between a shared automobile and rail transit and the shared automobile is not scheduled to be connected, and provides a scheduling method for transfer and connection between the shared automobile and the rail transit.
In order to solve the technical problems, the invention is realized by adopting the following technical scheme:
a shared automobile and rail transit transfer and connection scheduling method is characterized by comprising the following steps:
constructing a time window-based shared automobile and rail transit transfer and connection autonomous migration scheduling model;
the objective function of the time window-based shared automobile and rail transit transfer and connection autonomous migration scheduling model is the maximum profit function of a shared automobile manufacturer, namely
Figure GDA0003531566370000011
In the formula, C represents the income of automobile sharing manufacturers;
Figure GDA0003531566370000021
representing the cost paid by the user for driving the shared automobile, and i representing the user for driving the shared automobile to transfer the rail transit;
Figure GDA0003531566370000022
representing a penalty, alpha, for the user to pay for the reserved time windowjFor the reservation fee, j represents the reservation object, j is 1 for the shared automobile reservation, j is 2 for the parking space reservation, tm (l)i,fi) Punishment of time for a time window,/iTo reserve the total time of the time window, fiF, paying a fee coefficient punished by the reserved time window for the user; g, B and L represent the purchase and maintenance cost of the shared automobile manufacturers, G is the purchase and maintenance cost coefficient, B is the fleet scale of the shared automobile manufacturers in the area, and L is the purchase and maintenance cost of the unit automobile;
Figure GDA0003531566370000023
represents vehicle dispatch cost, θiSatisfies thetaiE {1,0}, and when dispatching a vehicle, thetaiWhen no vehicle is scheduled, θ is 1i＝0；tr(Oi,Di) From a starting point O for the useriTo destination DiBeta is unit vehicle dispatching cost, and H is a vehicle dispatching cost coefficient; k.omega.SiFor sharing non-scheduling cost of cars, ω is unit distance cost of sharing car service users, SiThe distance of a user driving the shared automobile in the non-scheduling time is shown, and K is a non-scheduling cost coefficient of the shared automobile;
when the shared automobile and the rail transit transfer connection are carried out for scheduling organization, the objective function is continuously updated in the process of seeking the optimal scheduling scheme until the objective function reaches the maximum value, and when the maximum value of the objective function is stable, the calculation result is the optimal scheduling scheme.
Further, the time window-based vehicle autonomous migration scheduling is divided into two cases, namely, shared vehicle migration scheduling and user autonomous migration scheduling, as shown in fig. 3; the method comprises the following steps:
s1: the system receives an outgoing request sent by a user u1, creates an order for the user u1, and obtains a starting point p1 of the user u1 and a destination d 1; the system detects that the user u1 is far away from the rail station, and judges whether the user u1 is in a transfer connection range or not through connection distance radius function calculation;
if the user u1 is in the transfer and connection range, the system automatically recommends the user u1 to adopt a travel mode of driving a shared automobile to transfer rail transit;
if the user u1 is not in the transfer and connection range, the system does not recommend the user u1 to adopt a shared automobile and rail transportation travel mode;
s2: the system detects and displays nearby shared cars in idle for user u 1; after the user u1 confirms to use one idle shared automobile, the system plans a travel path for driving the shared automobile to transfer rail transit for the user u 1; typically, the path has the least travel time or the shortest travel distance. In the first embodiment, the transfer station in the shortest travel path of user u1 is station B.
S3: in the period of time when the user u1 subscribes to share the automobile, the system receives an travel request sent from the user u2 at a starting point p2, creates an order for the user u2, and obtains that the starting point of the user u2 is p2 and the destination is d 2; the system detects the distance between the user u2 and the track station;
if the user u2 is close to the rail station, automatically recommending the user u2 to adopt a travel mode of taking rail transit to transfer a shared automobile;
if the user u2 is far away from the track station, judging whether the user u2 is in a transfer connection range or not through connection distance radius function calculation;
s4: the system detects and displays nearby track sites for user u 2; when the user u2 confirms to start from one of the rail stations, the system plans a travel path for the user u2 to transfer the shared automobile by rail transit; in general, the travel time or the travel distance of the route is the minimum, and in this embodiment 1, the transfer station in the shortest travel route of the user u2 is station C.
S5: the system detects whether the user u2 has an idle shared automobile at the transfer station C;
if an idle shared automobile is detected, automatically reserving the idle shared automobile for the user u 2;
if no idle shared automobile is detected, the system prompts a user u2 to apply for dispatching; if the user u2 selects to apply for scheduling, the system sends a scheduling request to the user u 1;
s6: the user u1 receives a scheduling application pushed by the system in the period of booking the shared automobile, and the user u1 can choose to accept or reject;
if the user u1 accepts the scheduling application, the system executes a shared automobile autonomous migration scheduling strategy; the system plans a new scheduling path for the user u1, and the system executes an initial planning path for the user u 2;
if the user u1 refuses the scheduling application, the system executes the user autonomous migration scheduling strategy; the system performs an initial planned path for user u1, and the system performs a new scheduled path for user u 2;
s701: if the user u1 receives the scheduling application, the system executes the shared automobile autonomous migration scheduling strategy; the system plans a new scheduling path for the user u 1; the system performs an initial travel path for user u 2; the key of the new dispatching path planning is that the shared automobile of the user u1 and the user u2 is the same as the rail transit transfer station;
s702: if the user u1 refuses the scheduling application, the system executes an initial travel path for the user u 1; the system sends a scheduling application to a user u2, and if the user u2 receives scheduling, the system executes a user autonomous migration scheduling strategy; the system plans a new scheduling path for the user u 2; the key of the new dispatching path planning is that the shared automobile of the user u1 and the user u2 is the same as the rail transit transfer station;
s8: the user u1 and the user u2 respectively determine travel paths through the system and start;
s9: the user u1 unlocks the shared automobile and drives the shared automobile to go to a parking lot near the shared automobile and the rail transit transfer station; when the user u1 arrives at a parking lot near the shared automobile and the rail transit station, returning of the shared automobile is completed according to system regulations; when the shared automobile is returned by the user u1, the shared automobile automatically enters a locking state and is reserved for the user u 2;
s10: the user u1 returns the shared automobile and then goes to the rail station port according to the system prompt to get on the rail traffic and go to the target terminal station planned by the system;
s11: the user u1 arrives at a target terminal station, and the trip is finished;
s12: and the user u2 goes to the rail station according to the system prompt, rides the rail traffic and goes to the shared automobile and rail traffic transfer station planned by the system.
S13: the user u2 unlocks and drives the shared automobile that has been reserved to the destination.
S14: the user u2 arrives at a parking space near the destination and returns the shared automobile, and the trip is completed.
Furthermore, after the user confirms the travel route, the system reserves the reservation time window followed by the shared automobile and the parking space for the user;
the reserved time window makes certain limit on the reserved time of the user and requires the user to use the reserved shared automobile or parking space within a certain time range, and the time range is called as the time window;
the time window is a time period, a time interval determined by the earliest and latest times determined by the system, as shown in fig. 1; the reservation time window is divided into a reservation free time period and a reservation punishment time period, when a user successfully reserves a shared automobile or a parking space, the time window enters the reservation free time period, when the reservation free time period is exceeded, if the user is willing to continue reservation, the system continues to reserve the reservation qualification for the user, the time window enters the reservation punishment time period, and the punishment time period follows a punishment function:
Figure GDA0003531566370000041
in the formula, alphajFor the reservation of the fee, the shared vehicle is reserved when j is 1, the parking space is reserved when j is 2, and tm (l)i,fi) Punishment of time for a time window,/iTo reserve the total time of the time window, fiAnd F, paying a penalty fee coefficient of the reserved time window for the free time of the reserved time window.
Further, the influence factors of the connection distance function comprise the scale of the city where the user is located and the track traffic mileage QbType of rail transit station QcPersonal attribute feature Q of the travelerdAnd urban road traffic condition Qe(ii) a The docking distance radius function is expressed as:
Figure GDA0003531566370000051
in the formula, aiTo determine the coefficient, i is 1,2,3,4, QbFor urban scale and rail transit mileage, QcOf the rail transit station type, QdPersonal attribute features for travelers, QeThe urban road traffic condition is adopted.
Further, the objective function should satisfy the following constraint conditions:
(1) determining whether the user can apply for a shared car reservation, i.e.
Figure GDA0003531566370000052
Figure GDA0003531566370000053
In the formula, aiTo determine the coefficient, i is 1,2,3,4, QbFor urban scale and rail transit mileage, QcOf the rail transit station type, QdPersonal attribute features for travelers, QeThe urban road traffic condition is adopted. RUThe distance of the user from the track station,
Figure GDA0003531566370000054
distance radii are scheduled for the shared cars.
(2) During the complete dispatch process, the number of shared cars in the area is conserved, i.e.
Figure GDA0003531566370000055
Wherein W represents the entire shared vehicle system, XkIndicating a parked vehicle, YkIndicating a vehicle that is traveling;
(3) determine whether the vehicle can be dispatched, i.e.
Figure GDA0003531566370000056
In the formula, ejTime of service request for user j, DiFor the time when user i leaves the departure point, QijIs ej，DiMaximum value of (1);
(4) ensuring that the time span of vehicle dispatch is within the allowable time range during the period of vehicle dispatch, i.e. ensuring
Figure GDA0003531566370000057
In the formula, thetaiSatisfies thetaiE {1,0}, and when dispatching a vehicle, θiWhen no vehicle scheduling is performed, θ is 1i＝0。tr(Oi,Di) From a starting point O for the useriTo destination DiV. vehicle dispatching route in the trip routec,iDriving the speed of travel of the shared automobile for user i; t isrt,jTime spent taking a subway for user j;
the operation and scheduling method of the shared automobile and rail transit further comprises the following steps of solving an autonomous transfer scheduling model of transfer and connection of the shared automobile and rail transit based on a time window:
introducing a genetic algorithm in the process of solving the time window-based shared automobile and rail transit transfer and connection autonomous migration scheduling model, as shown in fig. 2, encoding the full-arranged natural number chromosomes of the users, selecting a proper operator through an optimal individual storage method, optimizing an iterative initial population, and enabling the solution result to approach to the optimal solution continuously; the method comprises the following specific steps:
the method comprises the following steps: chromosome coding
In order to perform a series of operations such as population initialization, selection, cross mutation and the like in subsequent calculation, the form of a solution of a vehicle scheduling model problem needs to be converted first, and the solution needs to be encoded into structural data of a genotype string. Therefore, users in vehicle scheduling are coded according to natural numbers, namely 1, 2.. multidot.m;
step two: initializing a population
The optimal solution obtained by searching through the genetic algorithm has no dependency relationship with the initial population, the initial population is directly obtained in a random generation mode on the premise of meeting the requirement of coding and is marked as popsize, and the total number of users is marked as number; randomly generating popsize full permutation of natural numbers from 1 to number, and defining each full permutation as an individual, so that the initial population consists of popsize full permutation of individuals;
step three: constraint processing and fitness function
In the genetic algorithm calculation process, elimination of individuals is realized by calculating the fitness of the individuals; if the fitness of the individual is higher, the probability of parent genetic offspring is higher, otherwise, the probability is lower; the objective function in the vehicle dispatching model is a minimum cost function, and the cost of a shared automobile manufacturer is the minimum corresponding to the optimal solution; the fitness function can be expressed as the reciprocal of the objective function, if the reciprocal value is larger, the cost is smaller, and the optimal solution is solved for the model; the fitness function is noted as
fi＝1/Ci,i∈{1,2,3,…,popsize}
In the formula (f)iAs a fitness function of the ith individual, CiAn objective function for the ith individual;
designing user-defined functions such as a traveling distance function, a scheduling distance function, a vehicle arrival time function, a scheduling judgment function and the like to conveniently calculate a target function value;
step four: genetic manipulation
(1) Selection operator
(2) Crossover operator
(3) Mutation operator
Step five: termination criteria
The genetic algorithm is random in the calculation process, so a termination criterion must be set, and when the operation is performed to a certain step and meets the criterion, the loop is terminated and the iteration is stopped. Adopting a preset evolution algebra, and ending the genetic algorithm operation and terminating the evolution when the operation reaches a preset maximum algebra; the obtained optimal solution of the algorithm is an optimal scheduling strategy;
step six: and (5) performing an algorithm.
The algorithm comprises the following steps:
the first step is as follows: carrying out chromosome coding on all users according to a natural number arrangement mode to construct chromosome genes;
the second step is that: determining a moderate function and controlling parameter setting;
the third step: randomly generating popsize initial populations by setting the initial evolution algebra w to be 0;
the fourth step: judging whether the evolution algebra meets an algebra termination condition, if so, ending the operation, outputting an optimal solution, and if not, continuing to calculate;
the fifth step: calculating the fitness of the individual;
and a sixth step: selecting an operator through an optimal individual preservation method according to the individual fitness;
the seventh step: judging the random probability, if rand is less than Pc, executing a class partial matching cross method, crossing operators, if rand is more than or equal to Pc, not executing the class partial matching cross method;
eighth step: and continuously judging the random probability rand, and if rand is less than Pm, executing a mutation operator by an inversion mutation method. If rand is not less than Pm, the inversion mutation method is not executed;
the ninth step: and adding one to the evolution algebra and returning to the fourth step.
A dispatch system for sharing a car-to-rail transit transfer interface, comprising:
the travel mode selection judgment module is used for detecting the distance between the user and a nearby track station and judging whether the user is in a transfer connection range or not through a radius connection distance function;
the vehicle scanning module is used for gradually increasing the scanning radius taking the user as the center after creating an order for the user and determining a travel mode, and determining an idle shared vehicle near the user;
the user scheduling matching module is used for matching users driving the shared automobile to transfer rail traffic close to the transfer rail station with users taking the rail traffic to transfer the shared automobile according to the two scheduling strategies;
and the reserved time window module is used for following the reserved time window for the shared automobile and the parking space reserved by the user.
Compared with the prior art, the invention has the beneficial effects that:
1. the transfer and connection scheduling of the shared automobile and the rail transit is optimized, the user will be fully respected in the connection service range, the user can schedule the automobile by himself, manual scheduling is avoided, and the transfer and connection capability of the shared automobile and the rail transit is improved.
2. The method has the advantages that the user trip experience degree is fully considered while the income of the shared automobile manufacturer is considered, the appointment time window is designed, the user experience is prevented from being neglected due to the fact that the income of the shared automobile manufacturer is improved, and the user behavior is standardized.
3. And solving the scheduling strategy by adopting a genetic algorithm, so that the solving speed is improved.
4. The transfer process of the automobile and the rail transit is optimized and shared, and the convenience is brought to the user for going out.
Drawings
FIG. 1 is a conceptual diagram of a shared automobile and rail transit scheduling problem;
FIG. 2 is a flow chart of genetic algorithm steps;
FIG. 3 is a schematic diagram of system scheduling policy enforcement;
Detailed Description
The preferred embodiments of the present invention will be described in conjunction with the accompanying drawings, and it should be understood that they are presented herein only to illustrate and explain the present invention and not to limit the present invention.
The scheduling strategies adopted by the invention are respectively as follows: and sharing the automobile autonomous migration scheduling and the user autonomous migration scheduling. The core principles of both scheduling strategies are: in the travel path planned for the user, the system adjusts the shared automobile and the rail transit transfer station in the travel paths of different users, so that the shared automobile can be used by different users for multiple times at the transfer station, and the shared automobile is dispatched.
Example 1:
as shown in fig. 3, the shared automobile autonomous migration scheduling policy and the user autonomous migration scheduling policy proposed by the present invention include the following steps:
s1: the system receives a travel request sent by a user u1, creates an order for the user u1, and obtains a starting point p1 of the user u1 and a destination d 1. The system detects that the user u1 is far away from the track station, and judges whether the user u1 is in the transfer connection range or not through the connection distance radius function calculation.
If the user u1 is in the transfer and connection range, the system automatically recommends the user u1 to adopt a travel mode of driving the shared automobile to transfer rail transit.
If the user u1 is not in the transfer and connection range, the system does not recommend the user u1 to adopt a shared automobile and rail transit travel mode.
S2: the system detects and displays nearby shared cars in idle for user u 1. After the user u1 confirms to use one of the idle shared cars, the system plans a travel path for the user u1 to drive the shared car to transfer rail transit. Typically, the path has the least travel time or the shortest travel distance. In the first embodiment, the transfer station in the shortest travel path of user u1 is station B.
S3: during the time period that the user u1 subscribes to share the automobile, the system receives an travel request from the user u2 from a starting point p2, creates an order for the user u2, and obtains the starting point of the user u2 as p2 and the destination as d 2. The system detects the distance of user u2 from the track station.
And if the user u2 is close to the track station, automatically recommending the user u2 to adopt a travel mode of taking track traffic to transfer the shared automobile.
If the user u2 is far away from the rail station, whether the user u2 is in the transfer connection range or not is judged through connection distance radius function calculation.
S4: the system detects and displays the near track site for user u 2. When the user u2 confirms to depart from one of the track stations, the system plans a travel path for the user u2 to transfer the shared automobile by track traffic. In general, the travel time or the travel distance of the route is the minimum, and in this embodiment 1, the transfer station in the shortest travel route of the user u2 is station C.
S5: the system detects for user u2 whether there is a shared car at transfer site C that is idle.
If an idle shared automobile is detected, the idle shared automobile is automatically reserved for the user u 2.
If no idle shared cars are detected, the system prompts user u2 for a dispatch. If user u2 chooses to apply for scheduling, the system sends a scheduling request to user u 1.
S6: the user u1 receives the scheduling request pushed by the system in the period of booking the shared automobile, and the user u1 can choose to accept or reject.
And if the user u1 accepts the scheduling request, the system executes a shared automobile autonomous migration scheduling strategy. The system plans a new dispatch path for user u1 and the system performs an initial path planning for user u 2.
And if the user u1 rejects the scheduling application, the system executes the user autonomous migration scheduling strategy. The system performs an initial planned path for user u1 and the system performs a new scheduled path for user u 2.
S701: and if the user u1 receives the scheduling application, the system executes the shared automobile autonomous migration scheduling strategy. The system plans a new dispatch path for user u 1. The system performs an initial travel path for user u 2. The key to the new dispatch path plan is to make the shared cars and track traffic transfer sites of user u1 and user u2 the same.
S702: if the user u1 refuses the scheduling application, the system executes an initial travel path for the user u 1. The system sends a scheduling application to the user u2, and if the user u2 accepts scheduling, the system executes the user autonomous migration scheduling strategy. The system plans a new dispatch path for user u 2. The key to the new dispatch path plan is to make the shared cars and track traffic transfer sites of user u1 and user u2 the same.
S8: and the user u1 and the user u2 respectively determine a travel path through the system and start.
S9: the user u1 unlocks the shared automobile and drives the shared automobile to a parking lot near the shared automobile and the rail transit transfer station. When the user u1 arrives at the parking lot near the shared automobile and the rail transit station, the return of the shared automobile is completed according to the system specification. When the shared automobile is returned by the user u1, the locked state is automatically entered and the user u2 is reserved.
S10: and the user u1 returns the shared automobile and then goes to the rail station port according to the system prompt to get to the target terminal station planned by the system by using rail traffic.
S11: and the user u1 arrives at the target terminal and the trip is completed.
S12: and the user u2 goes to the rail station according to the system prompt, rides the rail traffic and goes to the shared automobile and rail traffic transfer station planned by the system.
S13: user u2 unlocks and drives the shared automobile that has been reserved to go to the destination.
S14: the user u2 arrives at a parking space near the destination and returns the shared automobile, and the trip is completed.
Example 2:
a dispatch system for sharing a car-to-rail transit transfer interface, comprising:
and the travel mode selection judgment module detects the distance between the user and the nearby track station and judges whether the user is in the transfer connection range or not through the radius connection distance function. If the user is far away from the track station, whether the user is in the transfer connection range or not is judged through the connection distance radius function calculation. If the user is in the transfer connection range, recommending the user to adopt a shared automobile transfer rail transit trip mode; and if the user is out of the transfer connection range, the user is not recommended to adopt a shared automobile and rail transit trip mode. And if the user is close to the track station, recommending that the user adopts a track traffic transfer shared automobile traffic travel mode.
And the vehicle scanning module is used for gradually increasing the scanning radius taking the user as the center after creating an order for the user and determining a travel mode, and determining an idle shared vehicle near the user.
And the user scheduling matching module is used for matching the users driving the shared automobile to transfer the rail transit with the users taking the rail transit to transfer the shared automobile close to the transfer rail station with each other according to the two scheduling strategies. The smaller the using time interval of the automobile shared by the two parties is, the higher the matching degree is.
And the reserved time window module is used for following the reserved time window for the shared automobile and the parking space reserved by the user. After a user determines a travel path and creates an order, the user estimates time for travel of each stage of the user, the estimated time is used as a free time period, if the user cannot start using a shared automobile or a parking space in the free time period, and the user enters a punishment time period after exceeding the free time period, the system charges a certain fee to the user according to a punishment function.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, so that any modification, equivalent change and modification made to the above embodiment according to the technical spirit of the present invention are within the scope of the technical solution of the present invention. And those not described in detail in this specification are well within the skill of those in the art.

Claims (8)

1. A shared dispatching method for transferring and connecting automobiles and rail transit is characterized in that,
the method comprises the following steps:
s1: the system receives a travel request sent by a user u1, creates an order for the user u1, and obtains a starting point p1 of a user u1 and a destination d 1; the system detects that the user u1 is far away from the rail station, and judges whether the user u1 is in a transfer connection range or not through connection distance radius function calculation;
if the user u1 is in the transfer and connection range, the system automatically recommends the user u1 to adopt a travel mode of driving a shared automobile to transfer rail transit;
if the user u1 is not in the transfer connection range, the system does not recommend the user u1 to adopt a shared automobile and rail transportation travel mode;
s2: the system detects and displays nearby shared cars in idle for user u 1; after the user u1 confirms to use one idle shared automobile, the system plans a travel path for driving the shared automobile to transfer rail transit for the user u 1;
s3: in the period of time when the user u1 subscribes to share the automobile, the system receives an travel request sent from the user u2 at a starting point p2, creates an order for the user u2, and obtains that the starting point of the user u2 is p2 and the destination is d 2; the system detects the distance between the user u2 and the track station;
if the user u2 is close to the rail station, automatically recommending the user u2 to adopt a travel mode of taking rail transit to transfer a shared automobile;
if the user u2 is far away from the track station, judging whether the user u2 is in a transfer connection range or not through connection distance radius function calculation;
s4: the system detects and displays the closer track site nearby for user u 2; when the user u2 confirms to start from one of the rail stations, the system plans a travel path for the user u2 to transfer the shared automobile by rail transit;
s5: the system detects whether the user u2 has an idle shared automobile at the transfer station C;
if an idle shared automobile is detected, automatically reserving the idle shared automobile for the user u 2;
if no idle shared automobile is detected, the system prompts a user u2 to apply for dispatching; if the user u2 selects to apply for scheduling, the system sends a scheduling request to the user u 1;
s6: the user u1 receives a scheduling application pushed by the system in the period of booking the shared automobile, and the user u1 can choose to accept or reject; (ii) a
If the user u1 accepts the scheduling application, the system executes a shared automobile autonomous migration scheduling strategy; the system plans a new scheduling path for the user u1, and the system executes an initial planning path for the user u 2;
if the user u1 refuses the scheduling application, the system executes the user autonomous migration scheduling strategy; the system performs an initial planned path for user u1, and the system performs a new scheduled path for user u 2;
s701: if the user u1 accepts the scheduling application, the system executes the shared automobile autonomous migration scheduling strategy; the system plans a new scheduling path for the user u 1; the system performs an initial travel path for user u 2; the key of the new dispatching path planning is that the shared automobile of the user u1 and the user u2 is the same as the rail transit transfer station;
s702: if the user u1 refuses the scheduling application, the system executes an initial travel path for the user u 1; the system sends a scheduling application to a user u2, and if the user u2 accepts scheduling, the system executes a user autonomous migration scheduling strategy; the system plans a new scheduling path for the user u 2; the key of the new dispatching path planning is that the shared automobile of the user u1 and the user u2 is the same as the rail transit transfer station;
s8: the user u1 and the user u2 respectively determine travel paths through the system and start;
s9: the user u1 unlocks the shared automobile and drives the shared automobile to go to a parking lot near the shared automobile and the rail transit transfer station; when the user u1 arrives at a parking lot near the shared automobile and the rail transit station, returning of the shared automobile is completed according to system regulations; when the shared automobile is returned by the user u1, the shared automobile automatically enters a locking state and is reserved for the user u 2;
s10: after returning the shared automobile, the user u1 goes to a rail station port according to the system prompt, rides the rail traffic and goes to a target terminal station planned by the system;
s11: the user u1 arrives at a target terminal station, and the trip is finished;
s12: the user u2 goes to the rail station according to the system prompt, rides the rail traffic, and goes to the shared automobile and rail traffic transfer station planned by the system;
s13: the user u2 unlocks and drives the shared automobile that has been reserved to the destination;
s14: and the user u2 arrives at a parking space near the destination and returns the shared automobile, and the travel is completed.
2. The method for dispatching shared automobile and rail transit transfer junction according to claim 1, further comprising constructing a time window-based autonomous migration dispatching model of shared automobile and rail transit transfer junction;
the objective function of the time window-based shared automobile and rail transit transfer and connection autonomous migration scheduling model is the maximum gain function of a shared automobile manufacturer, namely
Figure FDA0003531566360000031
In the formula, C represents the income of automobile sharing manufacturers;
Figure FDA0003531566360000032
representing the cost paid by the user for driving the shared automobile, and i representing the user for driving the shared automobile to transfer the rail transit;
Figure FDA0003531566360000033
representing a penalty, alpha, for the user to pay for the reserved time windowjFor the reservation fee, j represents the reservation object, j is 1 for the shared automobile reservation, j is 2 for the parking space reservation, tm (l)i,fi) Punishment of time for a time window,/iTo reserve the total time of the time window, fiF, paying a fee coefficient punished by the reserved time window for the user; g, B and L represent the purchase and maintenance cost of the shared automobile manufacturers, G is the purchase and maintenance cost coefficient, B is the fleet scale of the shared automobile manufacturers in the current area, and L is the purchase and maintenance cost of the unit automobile;
Figure FDA0003531566360000034
represents the vehicle dispatch cost, θiSatisfies thetaiE {1,0}, and when dispatching a vehicle, thetaiWhen no vehicle scheduling is performed, θ is 1i＝0；tr(Oi,Di) From a starting point O for the useriTo destination DiBeta is unit vehicle dispatching cost, and H is vehicle dispatching cost coefficient; k.omega.SiFor sharing non-scheduling cost of cars, omega for sharing unit distance cost of car service users, SiThe distance of a user driving the shared automobile in the non-scheduling time is shown, and K is a non-scheduling cost coefficient of the shared automobile;
when the shared automobile and the rail transit transfer connection are carried out for scheduling organization, the objective function is continuously updated in the process of seeking the optimal scheduling scheme until the objective function reaches the maximum value, and when the maximum value of the objective function is stable, the calculation result is the optimal scheduling scheme.
3. The dispatching method for sharing the transfer connection between the automobile and the rail transit according to claim 2, wherein the dispatching method comprises the following steps:
the reservation time window is a reservation time window followed by a shared automobile and a parking space reserved by the system for the user after the user confirms the travel path;
the user reservation time window makes certain limit on the reservation time of the user, and the user is required to use the reserved shared automobile or parking space within a certain time range, wherein the time range is called as the time window;
the time window is a time period, a time interval determined by the earliest time and the latest time determined by the system; the user reservation time window is divided into a reservation free time period and a reservation punishment time period, when a user successfully reserves a shared automobile or a parking space, the time window enters the reservation free time period, when the reservation free time period is exceeded, if the user is willing to continue reservation, the system continuously reserves reservation qualification for the user, the time window enters the reservation punishment time period, and the punishment time period follows a punishment function:
Figure FDA0003531566360000041
in the formula, alphajFor reservation fee, when j equals 1, the shared automobile is reserved, and when j equals 2, the shared automobile is reservedParking space reservation, tm (l)i,fi) Punishment of time for a time window,/iTo reserve the total time of the time window, fiAnd F, paying a penalty fee coefficient of the reserved time window for the user.
4. The dispatching method for sharing the transfer connection between the automobile and the rail transit according to claim 2, wherein:
the influence factors of the connection distance function comprise the scale of the city where the user is located and the track traffic mileage QbType of rail transit station QcPersonal attribute feature Q of the travelerdAnd urban road traffic condition Qe(ii) a The docking distance radius function is expressed as:
Figure FDA0003531566360000042
in the formula, aiTo determine the coefficient, i is 1,2,3,4, QbFor urban scale and rail transit mileage, QcOf the rail transit station type, QdPersonal attribute features for travelers, QeThe urban road traffic condition is adopted.
5. The dispatching method for sharing the transfer and docking between the automobile and the rail transit as claimed in claim 2, wherein the objective function satisfies the following constraint conditions:
(1) determine whether the user can apply for a shared car reservation, i.e.
Figure FDA0003531566360000043
Figure FDA0003531566360000044
In the formula, aiTo determine the coefficient, i is 1,2,3,4, QbIs cityCity scale and rail transit mileage, QcOf the rail transit station type, QdPersonal attribute features for travelers, QeThe urban road traffic condition; rUThe distance of the user from the track station,
Figure FDA0003531566360000045
scheduling distance radii for the shared vehicles;
(2) during the complete dispatch process, the number of shared cars in the area is conserved, i.e.
Figure FDA0003531566360000046
Wherein W represents the entire shared automotive system, XkIndicating a parked vehicle, YkIndicating a vehicle that is traveling;
(3) to determine whether the vehicle can be dispatched, i.e.
Figure FDA0003531566360000051
In the formula, ejTime of service request for user j, DiFor the time when user i leaves the departure point, QijIs ej，DiMaximum value of (1);
(4) ensuring that the time span of vehicle dispatch is within the allowable time range during the period of vehicle dispatch, i.e.
Figure FDA0003531566360000052
In the formula, thetaiSatisfies thetaiE {1,0}, and when dispatching a vehicle, thetaiWhen no vehicle scheduling is performed, θ is 1i＝0；tr(Oi,Di) From a starting point O for the useriTo destination DiV. vehicle dispatching route in the trip routec,iFor user i driving a shared vehicleThe speed of travel; t isrt,jThe time spent riding the subway for user j.
6. The method for dispatching shared automobile and rail transit transfer junction according to claim 2, further comprising solving a time window-based autonomous migration dispatching model for shared automobile and rail transit transfer junction:
introducing a genetic algorithm in the process of solving a time window-based shared automobile and rail transit transfer and connection autonomous migration scheduling model, coding full-arranged natural number chromosomes of users, selecting proper operators by an optimal individual storage method, and optimizing an iterative initial population to enable a solution result to approach to an optimal solution continuously; the method comprises the following specific steps:
the method comprises the following steps: chromosomal coding
In order to carry out a series of operations such as population initialization, selection, cross variation and the like in subsequent calculation, the form of a solution of a vehicle scheduling model problem needs to be converted first, and the solution is coded into structural data of a genotype string; therefore, users in vehicle scheduling are coded according to natural numbers, namely 1, 2.. multidot.m;
step two: initializing a population
The optimal solution obtained by searching through a genetic algorithm has no dependency relationship with the initial population, the initial population is directly obtained in a random generation mode and is marked as popsize on the premise of meeting the requirement of coding, and the total number of users is marked as number; randomly generating popsize full permutation of natural numbers from 1 to number, and defining each full permutation as an individual, so that the initial population consists of popsize full permutation of individuals;
step three: constraint processing and fitness function
In the genetic algorithm calculation process, elimination of individuals is realized by calculating the fitness of the individuals; if the fitness of the individual is higher, the probability of parent genetic offspring is higher, otherwise, the probability is lower; the objective function in the vehicle dispatching model is a minimum cost function, and the cost of a shared automobile manufacturer is the minimum corresponding to the optimal solution; the fitness function can be expressed as the reciprocal of the objective function, if the reciprocal value is larger, the cost is smaller, and the optimal solution is solved for the model; the fitness function is noted as
fi＝1/Ci,i∈{1,2,3,...,popsize}
In the formula (f)iAs a fitness function of the ith individual, CiAn objective function for the ith individual;
designing user-defined functions such as a traveling distance function, a scheduling distance function, a vehicle arrival time function, a scheduling judgment function and the like to conveniently calculate a target function value;
step four: genetic manipulation
(1) Selection operator
(2) Crossover operator
(3) Mutation operator
Step five: termination criteria
Adopting a preset evolution algebra, and ending the genetic algorithm operation and terminating the evolution when the operation reaches a preset maximum algebra; the obtained optimal solution of the algorithm is an optimal scheduling strategy;
step six: and (5) performing an algorithm.
7. The dispatching method for sharing the transfer connection between automobiles and rail transit according to claim 6,
the algorithm comprises the following steps:
the first step is as follows: carrying out chromosome coding on all users according to a natural number arrangement mode to construct chromosome genes;
the second step is that: determining a moderate function and controlling parameter setting;
the third step: randomly generating popsize initial populations by setting the initial evolution algebra w to be 0;
the fourth step: judging whether the evolution algebra meets an algebra termination condition, if so, ending the operation, outputting an optimal solution, and if not, continuing to calculate;
the fifth step: calculating the fitness of the individual;
and a sixth step: selecting an operator according to the individual fitness through an optimal individual storage method;
the seventh step: judging the random probability, if rand is less than Pc, executing a class partial matching cross method, crossing operators, if rand is more than or equal to Pc, not executing the class partial matching cross method;
eighth step: continuing to judge the random probability rand, and if rand is less than Pm, executing mutation operator by an inversion mutation method; if rand is not less than Pm, the inversion mutation method is not executed;
the ninth step: and adding one to the evolution algebra and returning to the fourth step.
8. A dispatching system for sharing the transfer connection between automobiles and rail transit, which adopts the dispatching method for sharing the transfer connection between automobiles and rail transit as claimed in any one of claims 1 to 7, and is characterized by comprising:
the travel mode selection judgment module is used for detecting the distance between the user and the nearby track station and judging whether the user is in the transfer connection range or not through a radius connection distance function;
the vehicle scanning module is used for gradually increasing the scanning radius taking the user as the center after creating an order for the user and determining a travel mode, and determining an idle shared vehicle near the user;
the user scheduling matching module is used for matching users driving the shared automobile to transfer rail traffic close to the transfer rail station with users taking the rail traffic to transfer the shared automobile according to the two scheduling strategies;
and the reserved time window module is used for following the reserved time window for the shared automobile and the parking space reserved by the user.
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