CN111311002B - Bus trip planning method considering active transfer of passengers in transit - Google Patents

Bus trip planning method considering active transfer of passengers in transit Download PDF

Info

Publication number
CN111311002B
CN111311002B CN202010096480.1A CN202010096480A CN111311002B CN 111311002 B CN111311002 B CN 111311002B CN 202010096480 A CN202010096480 A CN 202010096480A CN 111311002 B CN111311002 B CN 111311002B
Authority
CN
China
Prior art keywords
station
bus
transfer
starting
route
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202010096480.1A
Other languages
Chinese (zh)
Other versions
CN111311002A (en
Inventor
丁建勋
赵振兴
郭宁
雍锐
齐傲
蔡智
夏宇凡
李祥琦
龙建成
石琴
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hefei University of Technology
Original Assignee
Hefei University of Technology
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hefei University of Technology filed Critical Hefei University of Technology
Priority to CN202010096480.1A priority Critical patent/CN111311002B/en
Publication of CN111311002A publication Critical patent/CN111311002A/en
Application granted granted Critical
Publication of CN111311002B publication Critical patent/CN111311002B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G06Q10/047—Optimisation of routes or paths, e.g. travelling salesman problem
    • G06Q50/40—

Abstract

The invention discloses a bus trip planning method considering active transfer of passengers in transit, which is characterized in that according to a departure station and a destination station of the passengers in trip, real-time bus information is combined, time is used as a virtual node to obtain an original bus network for the passengers to trip, the original bus network is expanded on the basis of the original bus network, after the expanded bus network is obtained, a combined dynamic planning method is utilized, the waiting time weight of the passengers at the departure station and a transfer station, the running time weight between the stations and the crowding degree weight of a bus are considered, and therefore a trip scheme based on the trip time and the crowding degree of the bus is obtained. The invention can solve the temporary transfer problem of passengers in the riding process, thereby meeting the transfer requirements of the passengers and greatly improving the time utilization efficiency of the passengers.

Description

Bus trip planning method considering active transfer of passengers in transit
Technical Field
The invention belongs to the field of public transportation, and particularly relates to a bus trip planning method considering active transfer of passengers in the way.
Background
In a city with a mature bus network, a plurality of routes are always arranged from a departure point to a destination, the total time of each route is different, and a passenger generally selects a travel route with the shortest time.
In the prior art, a map APP searches for nearby bus stops containing buses arriving at a destination stop according to the current positioning of a passenger, plans all travel routes, orders travel times of all routes from small to large, and indicates specific walking time, riding time, waiting time and the like.
In the prior art, the bus map system usually takes the shortest walking time and the shortest total travel time as a recommendation basis when recommending a travel route.
The current bus travel route planning has the following defects:
the recommendation of the travel route scheme is too single, the riding requirements of passengers are not considered, and particularly for the transfer passengers, the real requirements of the passengers are not considered, such as: the number of people on the bus, the degree of bus congestion, etc.
The selection of the trip scheme is too unique, the trip route selected by the passenger can not be changed, and the trip scheme can not be flexibly planned on the way.
Disclosure of Invention
The invention aims to solve the defects of the prior art, and provides a bus trip planning method considering active transfer of passengers on the way so as to solve the problem of temporary transfer of the passengers on the way, thereby meeting the transfer requirements of the passengers and improving the time utilization efficiency of the passengers to the greatest extent.
In order to achieve the purpose, the invention adopts the following technical scheme:
the invention relates to a bus trip planning method considering active transfer of passengers in the way, which is characterized by comprising the following steps of:
step one, obtaining an original public transportation network of passenger travel:
obtaining an original public transportation network G (V, A) of the passenger trip according to an initial station o and a destination station d of the passenger trip, wherein V is a station set, and V is { o, M, d }; m is a set of transfer stations, and M ═ M1,M2,…,Mk,…,MKIn which M iskK is the kth transfer station, K is 1,2, …, and K is the total number of transfer stations; a is a set of lines in the original public transportation network G, and a ═ { L, FL, AL }, where L is a set of lines that go straight between the origin station o and the destination station d, and L ═ L1,l2,…,ln,…,lN}，lnN is the nth direct line between the starting station o and the destination station d, wherein N is 1,2, …, and N is the total number of the direct lines; FL is a line set from the origination station o to each transfer station in the transfer station set M, and FL { FL ═ FL1,FL2,…,FLk,…,FLKIn which FL iskFrom the starting station o to the k-th transfer station MkA line set of inbound lines of, and
Figure GDA0003383814880000021
wherein the content of the first and second substances,
Figure GDA0003383814880000022
from the starting station o to the k-th transfer station MkI is 1,2, …, Ik，IkFrom the starting station o to the k-th transfer station MkTotal number of inbound lines; AL is the outbound line set from transfer site set M to destination site d, and AL ═ AL1,AL2,…,ALk,…,ALK}，ALkTo move from the k-th transfer station MkA set of outbound routes to destination site d, and
Figure GDA0003383814880000023
wherein the content of the first and second substances,
Figure GDA0003383814880000024
to move from the k-th transfer station MkJ-th outbound route to destination d, J ═ 1,2, …, Jk，JkTo transfer from k transfer stations MkThe total number of outbound routes to destination site d;
step two, acquiring an extended public transportation network based on the original public transportation network G:
2.1, obtaining an expanded site set V '═ O, M' }:
step 2.1.1 of obtaining the nth direct line l from the starting station o in the line set AnAnd said from the initiating station o to the k-th transfer station MkThe ith inbound route of
Figure GDA0003383814880000025
The corresponding virtual departure nodes are respectively recorded as
Figure GDA0003383814880000026
And
Figure GDA0003383814880000027
therefore, all direct routes from the starting station O and virtual outbound nodes corresponding to all inbound routes from the starting station O to all transfer stations form a starting station set O together with the starting station O;
step 2.1.2 transfer station M of k in the line set AkThe ith inbound route of
Figure GDA0003383814880000028
The corresponding virtual arriving node is marked as
Figure GDA0003383814880000029
From the kth transfer station MkJ-th outbound route to destination site d
Figure GDA00033838148800000210
The corresponding virtual departure node is marked as
Figure GDA00033838148800000211
So that it will go from the origin station o to the k-th transfer station MkAnd the k-th transfer station MkThe virtual departure nodes corresponding to all outbound lines to the destination site d form a k-th transfer site set Mk'; further, all transfer site sets M '{ M'k|k＝1,2,…,K}；
2.2, constructing a new line set a ', so as to generate an extended public transport network G' ═ V ', a':
definition of
Figure GDA00033838148800000212
Indicating that starting from the start site o, the nth direct line lnCorresponding virtual departure node
Figure GDA00033838148800000213
A waiting arc being a terminal point;
definition of
Figure GDA0003383814880000031
Indicating that starting from the starting station o, the k-th transfer station MkThe ith inbound route of
Figure GDA0003383814880000032
Corresponding virtual departure node
Figure GDA0003383814880000033
A waiting arc being a terminal point; thus, a waiting arc set of the starting station point set O is obtained and recorded as
Figure GDA0003383814880000034
Definition of
Figure GDA0003383814880000035
Indicating that at the k-th transfer station MkThe ith inbound route of
Figure GDA0003383814880000036
Virtual reach node of
Figure GDA0003383814880000037
Starting from the kth transfer station MkJ th outbound line of
Figure GDA0003383814880000038
Virtual departure node
Figure GDA0003383814880000039
A waiting arc being a terminal point; thereby obtaining a k-th transfer site set Mk' waiting arc set, note
Figure GDA00033838148800000310
Further obtain the waiting arc set of all the transfer station sets M', and record as
Figure GDA00033838148800000311
Set of waiting arcs WL from set of start stations OOAnd a waiting arc set WL of all transfer station sets MMForm a total waiting arc set WL, i.e. WL ═ WLO,WLM}；
Definition of
Figure GDA00033838148800000312
Represents the n-th direct line lnVirtual departure node
Figure GDA00033838148800000313
Taking the target site d as a starting point and a running arc with the target site d as an end point, thereby obtaining a running arc set with virtual starting nodes of all direct lines as starting points and the target site d as an end point, and recording the running arc set as a starting point
Figure GDA00033838148800000314
Definition of
Figure GDA00033838148800000315
Indicating that at the k-th transfer station MkThe ith inbound route of
Figure GDA00033838148800000316
Virtual departure node
Figure GDA00033838148800000317
Starting from the kth transfer station MkThe ith inbound route of
Figure GDA00033838148800000318
Virtual reach node of
Figure GDA00033838148800000319
The traveling arc is taken as the terminal, so that a traveling arc set taking the virtual departure nodes of all the inbound lines of all the transfer stations as the starting points and the virtual arrival nodes of all the inbound lines of all the transfer stations as the terminal points is obtained and recorded as
Figure GDA00033838148800000320
Definition of
Figure GDA00033838148800000321
Indicating that at the k-th transfer station MkJ th outbound line of
Figure GDA00033838148800000322
Virtual departure node
Figure GDA00033838148800000323
The travel arcs with the destination station d as the end point are taken as the starting points, so that a travel arc set with the destination station d as the end point and the virtual starting nodes of all outbound routes of all transfer stations as the starting points is obtained and recorded as
Figure GDA00033838148800000324
A total driving arc set RL is formed by a driving arc set L 'taking virtual starting nodes of all direct lines as a starting point and a destination station d as an end point, a driving arc set FL' taking virtual starting nodes of all inbound lines of all transfer stations as a starting point and virtual arrival nodes of all inbound lines of all transfer stations as an end point, and a driving arc set AL 'taking virtual starting nodes of all outbound lines of all transfer stations as a starting point and the destination station d as an end point, wherein RL is { L', FL ', AL' };
forming a new line set by a total waiting arc set WL and a total driving arc set RL, and recording as A' ═ { WL, RL };
step three, calculating the weight of the waiting arc and the driving arc on the expanded public transportation network:
step 3.1, setting the time t for the passenger to arrive at the initial station ooMeanwhile, adding the real-time public traffic information and the road condition information into the expanded public traffic network G ' ═ V ', A ';
step 3.2, assigning the driving arc and the waiting arc in the new route set a ' to corresponding weights ω, thereby obtaining a weighted directed graph G ═ (V ', a ', ω), wherein the weights ω include:
Figure GDA0003383814880000041
Figure GDA0003383814880000042
make the waiting arc set WL of the start station set OOWeight of (2)
Figure GDA0003383814880000043
Indicating passengers taking the nth direct line lnAt time toThe time required for the bus which reaches the starting station o first, i.e.
Figure GDA0003383814880000044
Wherein the content of the first and second substances,
Figure GDA0003383814880000045
is shown at time toLast nth direct line lnIf the bus which first reaches the starting station o at the time t when the passenger reaches the starting station ooThen on the nth through line lnWhen there is no bus, then order
Figure GDA0003383814880000046
Make the waiting arc set WL of the start station set OOWeight of (2)
Figure GDA0003383814880000047
Indicating passengers to take the k-th transfer station MkThe ith inbound route of
Figure GDA0003383814880000048
The time required for the bus which reaches the starting station o first, i.e.
Figure GDA0003383814880000049
Wherein the content of the first and second substances,
Figure GDA00033838148800000410
is shown at time toThe last k transfer station MkThe ith inbound route of
Figure GDA00033838148800000411
The time when the bus which reaches the starting stop o first reaches o, if the time toThen at the k-th transfer station MkThe ith inbound route of
Figure GDA00033838148800000412
When there is no bus, then order
Figure GDA00033838148800000413
Make the waiting arc set WL of the transfer station set MMWeight of (2)
Figure GDA00033838148800000414
Indicating passengers to take the k-th transfer station MkThe ith inbound route of
Figure GDA00033838148800000415
Bus arrival MkThereafter, the passenger takes the k-th transfer station MkJ th outbound line of
Figure GDA00033838148800000416
Up to M firstkThe bus in question, i.e. the time required to wait
Figure GDA00033838148800000417
Wherein the content of the first and second substances,
Figure GDA00033838148800000418
at a time toThe bus which reaches the initial station o first passes through the kth transfer station MkThe ith inbound route of
Figure GDA00033838148800000419
To the kth transfer station MkAt the time of the day,
Figure GDA00033838148800000420
is shown at the moment of time
Figure GDA00033838148800000421
Then at the k-th transfer station MkJ th outbound line of
Figure GDA00033838148800000422
Up to M firstkTime of day, if
Figure GDA00033838148800000423
Then no longer reaches the k-th transfer station MkAnd passes through the kth transfer station MkJ th outbound line of
Figure GDA00033838148800000424
The bus of
Figure GDA00033838148800000425
The weight of the running arc set L' taking the virtual starting nodes of all the direct lines as the starting points and the destination station d as the end point
Figure GDA0003383814880000051
The passengers take the bus which firstly arrives at the starting station o on the nth direct line lnBased on the time of travel of the real-time road conditions, i.e.
Figure GDA0003383814880000052
Wherein the content of the first and second substances,
Figure GDA0003383814880000053
passing through the nth direct line l for the car based on real-time road conditionsnMu is a conversion coefficient, and mu > 1,
Figure GDA0003383814880000054
for the nth through line lnThe number of the bus stations does not include the starting station o and the destination station d, and T is the average stop time of the bus at each station;
obtaining the nth direct line lnThe total number of the buses from the starting station o to the destination station d and the number of the buses is the same as the number of the bus route taken by the passenger at present and is marked as QnThe total number Q of the buses comprises the current bus;
obtaining the real-time number of people on the qth bus
Figure GDA0003383814880000055
Calculating the nth through line lnAll buses between the starting station o and the destination station d have the same bus route number as the current bus route number taken by the passenger
Figure GDA0003383814880000056
And is recorded as
Figure GDA0003383814880000057
Namely, it is
Figure GDA0003383814880000058
Thereby obtaining a weight that affects comfort
Figure GDA0003383814880000059
Wherein k is a conversion coefficient for converting the number of the passengers in the bus into the influence degree, and c is an adjustment coefficient; finally, comprehensive weight based on the running time of the bus route taken by the passenger currently and the congestion degree of the bus is obtained
Figure GDA00033838148800000510
And is
Figure GDA00033838148800000511
Wherein alpha is the degree of importance of passengers to comfort, and alpha belongs to [0,1 ]](ii) a When alpha is equal to 0, the bus route with the shortest travel time is expected to be obtained by the passenger, and when alpha is equal to 1, the bus route with the highest comfort level is expected to be obtained by the passenger; when alpha belongs to (0,1), the optimal bus route obtained by comprehensively considering the travel time and the comfort level of the passenger is represented;
the weights of the travel arc sets FL' taking the virtual departure nodes of all the inbound lines of all the transfer stations as the starting points and the virtual arrival nodes of all the inbound lines of all the transfer stations as the ending points
Figure GDA00033838148800000512
The passenger takes the bus which firstly reaches the starting station o at the k-th transfer station MkThe ith inbound route of
Figure GDA00033838148800000513
Based on the time of travel of the real-time road conditions, i.e.
Figure GDA00033838148800000514
Wherein the content of the first and second substances,
Figure GDA00033838148800000515
passing through the kth transfer station M for the car based on real-time road conditionskThe ith inbound route of
Figure GDA00033838148800000516
Mu is a conversion coefficient, and mu > 1,
Figure GDA00033838148800000517
for the k transfer station MkThe ith inbound route of
Figure GDA00033838148800000518
Number of bus stations and does not include the starting station o and the kth transfer station MkT is the average stop time of the bus at each station;
obtaining the kth transfer station MkThe ith inbound route of
Figure GDA0003383814880000061
From the starting station o to the k-th transfer station MkThe total number of buses is the same as the number of the bus route taken by the passenger currently, and the total number of buses is
Figure GDA0003383814880000062
A vehicle containing a current ride;
obtaining the real-time number of people on the qth bus
Figure GDA0003383814880000063
Calculating the k-th transfer station MkThe ith inbound route of
Figure GDA0003383814880000064
The number of the bus route is the same as that of the bus route taken by the passenger currently, from the starting station o to the k-th transfer station MkAll buses in between at the moment
Figure GDA0003383814880000065
And is recorded as
Figure GDA0003383814880000066
Namely, it is
Figure GDA0003383814880000067
Thereby deriving a weight that affects comfort
Figure GDA0003383814880000068
And is
Figure GDA0003383814880000069
Wherein k is a conversion coefficient for converting the number of the passengers in the bus into the influence degree, and c is an adjustment coefficient; finally, comprehensive weight based on the running time of the bus route taken by the passenger currently and the congestion degree of the bus is obtained
Figure GDA00033838148800000610
And is
Figure GDA00033838148800000611
Wherein alpha is the importance degree of passengers to the comfort, and alpha belongs to [0,1 ]](ii) a When alpha is equal to 0, the bus route with the shortest travel time is expected to be obtained by the passenger, and when alpha is equal to 1, the bus route with the highest comfort level is expected to be obtained by the passenger; when alpha belongs to (0,1), the optimal bus route obtained by comprehensively considering the travel time and the comfort level of the passenger is represented;
weighting of a travel arc set AL' starting from virtual departure nodes of all outbound routes of all transfer stations and ending at a destination station d
Figure GDA00033838148800000612
Indicating that the passenger takes the first time to arrive at the k-th transfer station MkThe bus in the jth outbound route
Figure GDA00033838148800000613
Based on the time of travel of the real-time road conditions, i.e.
Figure GDA00033838148800000614
Wherein the content of the first and second substances,
Figure GDA00033838148800000615
passing through the kth transfer station M for the car based on real-time road conditionskJ th outbound line of
Figure GDA00033838148800000616
Mu is a conversion coefficient, and mu > 1,
Figure GDA00033838148800000617
for the k transfer station MkJ th outbound line of
Figure GDA00033838148800000618
Number of bus stations and does not include the kth transfer station MkAnd a destination station d, T is the average stop time of the bus at each station;
obtaining the kth transfer station MkJ th outbound line of
Figure GDA00033838148800000619
Up from the kth transfer station MkThe total number of buses to the buses between the destination stations d and the bus line number which is the same as the bus line number currently taken by the passenger, wherein the total number of the buses is
Figure GDA00033838148800000620
A vehicle containing a current ride;
obtaining the real-time number of people on the qth bus
Figure GDA00033838148800000621
Calculating the k-th transfer station MkJ th outbound line of
Figure GDA0003383814880000071
The number of the bus route on the bus is the same as that of the bus route currently taken by the passenger, and the k-th transfer station MkAll buses to destination station d at that moment
Figure GDA0003383814880000072
And is recorded as
Figure GDA0003383814880000073
Namely, it is
Figure GDA0003383814880000074
Thereby deriving a weight that affects comfort
Figure GDA0003383814880000075
And is
Figure GDA0003383814880000076
Wherein k is a conversion coefficient for converting the number of the passengers into the influence degree, c is an adjustment coefficient, and finally, the comprehensive weight based on the running time of the bus route taken by the passengers and the congestion degree of the bus is obtained
Figure GDA0003383814880000077
And is
Figure GDA0003383814880000078
Wherein alpha is the degree of importance of passengers to comfort, and alpha belongs to [0,1 ]](ii) a When alpha is equal to 0, the bus route with the shortest travel time is expected to be obtained by the passenger, and when alpha is equal to 1, the bus route with the highest comfort level is expected to be obtained by the passenger; when alpha belongs to (0,1), the optimal bus route obtained by comprehensively considering the travel time and the comfort level of the passenger is represented;
step four, searching an optimal path from the starting station o to the destination station d in the expanded public transportation network graph G ″ (V ', A', omega) after the weight information is loaded by using a combined dynamic programming algorithm:
step 4.0, dividing the weighted directed graph G ═ V ', a', ω) into a direct line network, a transfer line network and a hybrid line network according to whether transfer lines exist, and executing step 4.1 and step 4.3 if the weighted directed graph G ═ V ', a', ω) is the direct line network; if the weighted directed graph G ″ (V ', a', ω) is the transfer line network, step 4.2 and step 4.3 are performed; if the weighted directed graph G ″ (V ', a', ω) is the hybrid line network, performing step 4.1 to step 4.3;
step 4.1, obtaining the optimal path of the direct line network:
step 4.1.1, let a denote the current stage, let the state variable saRepresenting the initial possible node position of the current stage a, decision variable uaAn arc representing the initial possible selection of the current phase a, defining an index function Va(s1,u1,…sa-1,ua-1,sa) The weight sum of the waiting arcs and the driving arcs corresponding to all the bus routes selected before the current stage a is used as an optimal value function fa(sa)＝min{Va(s1,u1,…sa-1,ua-1,sa) Define boundary condition f1(s1)＝0；
When a is 1, s is initializedaIs the starting site o;
when a is 2, s is initializedaVirtual departure nodes corresponding to all direct lines departing from the starting station o;
when a is 3, s is initializedaDestination site d;
step 4.1.2, enabling n to be 1;
step 4.1.3, calculate
Figure GDA0003383814880000081
Step 4.1.4, assigning N +1 to N, judging whether N is greater than N, if so, executing step 4.1.5, otherwise, executing step 4.1.3;
step 4.1.5, calculate
Figure GDA0003383814880000082
Let ln *Is composed of
Figure GDA0003383814880000083
The minimum element in the state variable is corresponding to a line of the state variable;
step 4.2, obtaining the optimal path of the transfer line network:
step 4.2.1, let a denote the current stage, let the state variable saRepresenting the initial possible node position of the current stage a, decision variable uaAn arc representing the initial possible selection of the current phase a, defining an index function Va(s1,u1,…sa-1,ua-1,sa) The weight sum of the waiting arcs and the driving arcs corresponding to all the bus routes selected before the current stage a is used as an optimal value function fa(sa)＝min{Va(s1,u1,…sa-1,ua-1,sa) Define boundary condition f1(s1)＝0；
When a is 1, s is initializedaIs the starting site o;
when a is 2, s is initializedaVirtual departure nodes corresponding to all inbound lines from the starting station o to all transfer stations;
when a is 3, s is initializedaVirtual arrival nodes corresponding to all inbound lines from the starting station o to all transfer stations;
when a is 4, s is initializedaThe virtual departure nodes corresponding to all outbound lines from all transfer stations to the destination station;
when a is 5, s is initializedaDestination site d;
step 4.2.2, enabling k to be 1;
step 4.2.3, changing i to 1;
step 4.2.4, calculate
Figure GDA0003383814880000084
And
Figure GDA0003383814880000085
step 4.2.5, assigning I +1 to I, and judging that I is larger than IkIf so, go to step 4.2.6, otherwise go to step 4.2.4;
step 4.2.6, assigning K +1 to K, judging whether K is greater than K, if so, executing step 4.2.7, otherwise, executing step 4.2.3;
step 4.2.7, making k equal to 1;
step 4.2.8, changing j to 1;
step 4.2.9, calculate
Figure GDA0003383814880000091
Order to
Figure GDA0003383814880000092
Is composed of
Figure GDA0003383814880000093
The minimum element in the station is corresponding to the inbound line of the state variable;
step 4.2.10, J +1 is assigned to J, and J is judged to be larger than JkIf so, performing step 4.2.11, otherwise, performing step 4.2.9;
step 4.2.11, assigning K +1 to K, judging whether K is greater than K, if so, executing step 4.2.12, otherwise, executing step 4.2.8;
step 4.2.12, calculate
Figure GDA0003383814880000094
Order to
Figure GDA0003383814880000095
Is composed of
Figure GDA0003383814880000096
The minimum element in the state variable is corresponding to an outbound line of the state variable;
and 4.3, comprehensively comparing the travel time of the direct line and the transfer line, so as to obtain an optimal path of the weighted directed graph G ″ (V ', a', ω):
if f3(d)≤f5(d) Or when the weighted directed graph G ″ (V ', a', ω) is a direct line network, selecting a direct line, and the optimal direct line is a direct line l taken from the start station on *Get the bus to the destination station d, record as
Figure GDA0003383814880000097
If f3(d)＞f5(d) Or when the weighted directed graph G ″ (V ', A', omega) is the transfer line network, the transfer line is selected, and the optimal transfer line is the ith inbound line from the start station o to the kth transfer station
Figure GDA0003383814880000098
Bus to kth transfer station MkTransfer, then take the jth outbound route
Figure GDA0003383814880000099
Get the bus to the destination station d, record as
Figure GDA00033838148800000910
If f3(d)＝f5(d) At + ∞, the optimal route is empty, indicating the time t at which the passenger arrives at the origin station ooWhen the passenger leaves, the passenger cannot catch up with the last bus, and the trip cannot be completed;
step five, acquiring the current position of the passenger, judging whether the current position reaches a new station, if not, updating the current position of the passenger, then repeatedly executing the step five, and if so, recording the new station as o';
if the new station o 'is not the destination station d, assigning o' to the current position o of the passenger, and executing the step one;
and if the new station o' is the destination station d, ending the bus trip planning.
Compared with the prior art, the invention has the beneficial effects that:
1. at present, a map APP plans a trip route again according to the real-time position of a vehicle which a passenger wants to transfer, and recommends a trip scheme according to the length of trip time, the invention further considers the number of passengers in the bus in real time, comprehensively considers the travel time of the bus route taken by the passenger currently and the congestion degree of the bus according to the trip scheme selected by the passenger before and the position at the moment to obtain a comprehensive weight, similarly, calculates the comprehensive weight of other trip schemes, loads the weight into an extended bus network diagram, calculates the optimal value of each trip scheme by using a combined dynamic programming algorithm to further determine whether to transfer, if so, obtains the transfer scheme based on the trip scheme selected by the passenger before, namely transfers at which station and what route to transfer, and avoids the situation that the passenger wants to transfer and whether the transfer scheme accords with the expected worry of the passenger on the taking route, the problems that the passengers are difficult to transfer and troublesome to transfer in public trips and no data reference is caused in the transfer are solved, so that the passengers can use public transport to travel more humanizedly.
2. According to the invention, the weight of the crowded bus route is increased according to different requirements of different passengers on comfort, so that the passengers with different requirements can select different routes, the problem that the same recommended route is given to different passenger requirements by the current map APP is solved, and the map is an alternative 'customized bus'. The bus pressure during peak periods is also partially relieved by the different recommended routes for different passenger demands.
3. According to the invention, through the continuous updating of the real-time position and the continuous updating of the road information in the process of taking the bus by the passenger, when the bus arrives at the next stop, the stop is taken as a new starting stop for going out, the optimal path is recalculated and repeated until the stop arrives at the destination stop, and the problem of immobilization of the transfer route in the existing map APP is solved, so that the bus transfer has selectivity, and the selectivity of the passenger is improved. Meanwhile, when a traffic accident happens on the front line, the traffic accident can be timely fed back to passengers, and the efficiency of taking the bus under the condition is greatly improved. And part of the bus pressure is relieved through selective transfer.
Drawings
FIG. 1 is a diagram of an original route network for passengers traveling according to the present invention;
FIG. 2 is a flow chart of the method for acquiring an original bus network for passenger travel according to the invention;
FIG. 3 is a schematic diagram of an extended public transportation network based on an original network according to the present invention;
FIG. 4 is a general flow chart of the method of the present invention.
Detailed Description
In this embodiment, a bus trip planning method considering active transfer of passengers in transit is to recalculate the weight of a bus route by considering different demands of different passengers on comfort levels, and obtain a comprehensive optimal route based on the comfort levels and the bus travel time, so that the passengers with different demands have different bus taking schemes, and the user trip scheme is more humanized, and in the bus travel process, the optimal bus route is continuously updated, so that selectivity is provided for the transfer of the passengers in transit, and specifically, as shown in fig. 4, the method is performed according to the following steps:
step one, obtaining an original public transportation network of passenger travel:
obtaining an original public transportation network G (V, A) of the passenger trip according to an initial station o and a destination station d of the passenger trip, wherein V is a station set, and V is { o, M, d }; m is a set of transfer stations, and M ═ M1,M2,…,Mk,…,MKIn which M iskK is the kth transfer station, K is 1,2, …, and K is the total number of transfer stations; as shown in fig. 2, all the direct routes and transfer route sets between the starting station and the destination station are obtained from the starting station and the destination station input by the user, and the original public transportation network is obtained. A is the set of lines in the original public transportation network G, and a ═ { L, FL, AL }, where L is the set of lines that go straight between the origin station o and the destination station d, and L ═ L1,l2,…,ln,…,lN}，lnN is the nth direct line between the starting station o and the destination station d, wherein N is 1,2, …, and N is the total number of the direct lines; FL is a line set from the origination station o to each transfer station in the transfer station set M, and FL { FL ═ FL1,FL2,…,FLk,…,FLKIn which FL iskFrom the starting station o to the k-th transfer station MkA line set of inbound lines of, and
Figure GDA0003383814880000111
wherein the content of the first and second substances,
Figure GDA0003383814880000112
from the starting station o to the k-th transfer station MkI is 1,2, …, Ik，IkFrom the starting station o to the k-th transfer station MkTotal number of inbound lines; AL is the outbound line set from transfer site set M to destination site d, and AL ═ AL1,AL2,…,ALk,…,ALK}，ALkTo transfer from the kth transfer station MkA set of outbound routes to destination site d, and
Figure GDA0003383814880000113
wherein the content of the first and second substances,
Figure GDA0003383814880000114
to transfer from the kth transfer station MkJ-th outbound route to destination d, J ═ 1,2, …, Jk，JkTo transfer from k transfer stations MkTotal number of outbound routes to destination site d. As shown in fig. 1, which is the obtained original public transportation network diagram.
Step two, acquiring an extended public transportation network based on the original public transportation network G:
2.1, the expanded site set V 'is obtained from the site set V as { O, M':
step 2.1.1 direct line l from the start site o in the line set AnAnd from the starting station o to the k-th transfer station MkThe ith inbound route of
Figure GDA0003383814880000115
The corresponding virtual departure nodes are respectively recorded as
Figure GDA0003383814880000116
And
Figure GDA0003383814880000117
the virtual departure node is set to facilitate calculation of latency weights in the future so that all direct lines from the origin site o will be sentThe virtual outbound nodes corresponding to all inbound lines from the starting station O to all transfer stations and the starting station O jointly form a starting station set O;
step 2.1.2 transfer station M of k in line set AkThe ith inbound route of
Figure GDA0003383814880000118
The corresponding virtual arriving node is marked as
Figure GDA0003383814880000119
From the kth transfer station MkJ-th outbound route to destination site d
Figure GDA00033838148800001110
The corresponding virtual departure node is marked as
Figure GDA00033838148800001111
From a virtual to a node
Figure GDA00033838148800001112
And virtual departure node
Figure GDA00033838148800001113
A new network can be constructed, and transfer waiting time is quantitatively calculated. So that it will go from the origin station o to the k-th transfer station MkAnd the k-th transfer station MkThe virtual departure nodes corresponding to all outbound lines to the destination site d form a k-th transfer site set Mk'; further, all transfer site sets M '{ M'k|k＝1,2,…,K}；
2.2, constructing a new line set a ', so as to generate an extended public transport network G' ═ V ', a':
definition of
Figure GDA0003383814880000121
Indicating that starting from the start site o, the nth direct line lnCorresponding virtual departure node
Figure GDA0003383814880000122
A waiting arc being a terminal point;
definition of
Figure GDA0003383814880000123
Indicating that starting from the starting station o, the k-th transfer station MkThe ith inbound route of
Figure GDA0003383814880000124
Corresponding virtual departure node
Figure GDA0003383814880000125
A waiting arc being a terminal point; the waiting arc set representing that the passengers wait for the bus to arrive at the starting station O so as to obtain the starting station set O is recorded
Figure GDA0003383814880000126
Definition of
Figure GDA0003383814880000127
Indicating that at the k-th transfer station MkThe ith inbound route of
Figure GDA0003383814880000128
Virtual reach node of
Figure GDA0003383814880000129
Starting from the kth transfer station MkJ th outbound line of
Figure GDA00033838148800001210
Virtual departure node
Figure GDA00033838148800001211
A waiting arc being a terminal point; representing passengers arriving at a virtual arrival node
Figure GDA00033838148800001212
Then waiting for the transfer bus to arrive at the virtual busStarting node
Figure GDA00033838148800001213
Thereby obtaining a k-th transfer site set Mk' waiting arc set, note
Figure GDA00033838148800001214
Further obtain the waiting arc set of all the transfer station sets M', and record as
Figure GDA00033838148800001215
Set of waiting arcs WL from set of start stations OOAnd a waiting arc set WL of all transfer station sets MMForm a total waiting arc set WL, i.e. WL ═ WLO,WLM}；
Definition of
Figure GDA00033838148800001216
Represents the n-th direct line lnVirtual departure node
Figure GDA00033838148800001217
As a starting point, a driving arc with the destination station d as an end point, that is, a driving process of the bus from the departure station to the destination station, is obtained, and a driving arc set with the virtual departure nodes of all the direct lines as the starting point and the destination station d as the end point is recorded as
Figure GDA00033838148800001218
Definition of
Figure GDA00033838148800001219
Indicating that at the k-th transfer station MkThe ith inbound route of
Figure GDA00033838148800001220
Virtual departure node
Figure GDA00033838148800001221
Starting from the kth transfer stationPoint MkThe ith inbound route of
Figure GDA00033838148800001222
Virtual reach node of
Figure GDA00033838148800001223
The driving arc which is the terminal point, namely the driving process of the bus from the departure station to the transfer station, thereby obtaining a driving arc set which takes the virtual departure nodes of all the inbound lines of all the transfer stations as the starting point and the virtual arrival nodes of all the inbound lines of all the transfer stations as the terminal point, and recording as the driving arc set
Figure GDA00033838148800001224
Definition of
Figure GDA0003383814880000131
Indicating that at the k-th transfer station MkJ th outbound line of
Figure GDA0003383814880000132
Virtual departure node
Figure GDA0003383814880000133
As a starting point, a travel arc with the destination station d as an end point, that is, a travel process of the bus from the departure station to the transfer station, is obtained, and a travel arc set with the destination station d as an end point and virtual departure nodes of all outbound routes of all transfer stations as a starting point is recorded as
Figure GDA0003383814880000134
A total driving arc set RL is formed by a driving arc set L 'taking virtual starting nodes of all direct lines as a starting point and a destination station d as an end point, a driving arc set FL' taking virtual starting nodes of all inbound lines of all transfer stations as a starting point and virtual arrival nodes of all inbound lines of all transfer stations as an end point, and a driving arc set AL 'taking virtual starting nodes of all outbound lines of all transfer stations as a starting point and the destination station d as an end point, wherein RL is { L', FL ', AL' };
forming a new line set by a total waiting arc set WL and a total driving arc set RL, and recording as A' ═ { WL, RL };
step three, calculating the weight of the waiting arc and the driving arc on the expanded public transportation network:
step 3.1, setting the time t for the passenger to arrive at the initial station ooMeanwhile, adding the real-time public traffic information and the road condition information into the expanded public traffic network G ' ═ V ', A ';
step 3.2, assigning the driving arc and the waiting arc in the new route set a ' to corresponding weights ω, thereby obtaining a weighted directed graph G ═ (V ', a ', ω), wherein the weights ω include:
Figure GDA0003383814880000135
Figure GDA0003383814880000136
make the waiting arc set WL of the start station set OOWeight of (2)
Figure GDA0003383814880000137
Indicating passengers taking the nth direct line lnAt time toThe time required for the bus which reaches the starting station o first, i.e.
Figure GDA0003383814880000138
Wherein the content of the first and second substances,
Figure GDA0003383814880000139
is shown at time toLast nth direct line lnIf the bus which first reaches the starting station o at the time t when the passenger reaches the starting station ooThen on the nth through line lnWhen there is no bus, then order
Figure GDA00033838148800001310
Wait for initiating site set OArc set WLOWeight of (2)
Figure GDA00033838148800001311
Indicating passengers to take the k-th transfer station MkThe ith inbound route of
Figure GDA00033838148800001312
The time required for the bus which reaches the starting station o first, i.e.
Figure GDA00033838148800001313
Wherein the content of the first and second substances,
Figure GDA00033838148800001314
is shown at time toThe last k transfer station MkThe ith inbound route of
Figure GDA00033838148800001315
The time when the bus which reaches the starting stop o first reaches o, if the time toThen at the k-th transfer station MkThe ith inbound route of
Figure GDA00033838148800001316
When there is no bus, then order
Figure GDA00033838148800001317
Make the waiting arc set WL of the transfer station set MMWeight of (2)
Figure GDA0003383814880000141
Indicating passengers to take the k-th transfer station MkThe ith inbound route of
Figure GDA0003383814880000142
Bus arrival MkThereafter, the passenger takes the k-th transfer station MkJ th outbound line of
Figure GDA0003383814880000143
The upper first reachesMkThe bus in question, i.e. the time required to wait
Figure GDA0003383814880000144
Wherein the content of the first and second substances,
Figure GDA0003383814880000145
at a time toThe bus which reaches the initial station o first passes through the kth transfer station MkThe ith inbound route of
Figure GDA0003383814880000146
To the kth transfer station MkAt the time of the day,
Figure GDA0003383814880000147
is shown at the moment of time
Figure GDA0003383814880000148
Then at the k-th transfer station MkJ th outbound line of
Figure GDA0003383814880000149
Up to M firstkTime of day, if
Figure GDA00033838148800001410
Then no longer reaches the k-th transfer station MkAnd passes through the kth transfer station MkJ th outbound line of
Figure GDA00033838148800001411
The bus of
Figure GDA00033838148800001412
The weight of the running arc set L' taking the virtual starting nodes of all the direct lines as the starting points and the destination station d as the end point
Figure GDA00033838148800001413
The passengers take the bus which firstly arrives at the starting station o on the nth direct line lnBased on the time of travel of the real-time road conditions, i.e.
Figure GDA00033838148800001414
Wherein the content of the first and second substances,
Figure GDA00033838148800001415
passing through the nth direct line l for the car based on real-time road conditionsnMu is a conversion coefficient, and mu > 1,
Figure GDA00033838148800001416
for the nth through line lnThe number of the bus stations does not include the starting station o and the destination station d, and T is the average stop time of the bus at each station;
obtaining the nth direct line lnThe total number of the buses from the starting station o to the destination station d, which is the same as the number of the bus route taken by the passenger currently, is recorded as
Figure GDA00033838148800001417
Total number of buses
Figure GDA00033838148800001418
A vehicle containing a current ride;
obtaining the real-time number of people on the qth bus
Figure GDA00033838148800001419
Calculating the nth through line lnAll buses between the starting station o and the destination station d have the same bus route number as the current bus route number taken by the passenger
Figure GDA00033838148800001420
And is recorded as
Figure GDA00033838148800001421
Namely, it is
Figure GDA00033838148800001422
The average number of people on the buses numbered by the same bus line can effectively estimate the line lnSo as to reflect the comfort of the bus in which the passenger is currently riding, and such calculation is the same hereafter. Thereby obtaining a weight that affects comfort
Figure GDA00033838148800001423
Wherein k is a conversion coefficient for converting the number of the passengers in the bus into the influence degree, and c is an adjustment coefficient; k and c are obtained by fitting a large number of data, and all k and c are the same as this step hereinafter. Finally, comprehensive weight based on the running time of the bus route taken by the passenger currently and the congestion degree of the bus is obtained
Figure GDA00033838148800001424
And is
Figure GDA00033838148800001425
Wherein alpha is the degree of importance of passengers to comfort, and alpha belongs to [0,1 ]](ii) a When alpha is equal to 0, the bus route with the shortest travel time is expected to be obtained by the passenger, and when alpha is equal to 1, the bus route with the highest comfort level is expected to be obtained by the passenger; when alpha belongs to (0,1), the optimal bus route obtained by comprehensively considering the travel time and the comfort level of the passenger is represented;
the weights of the travel arc sets FL' taking the virtual departure nodes of all the inbound lines of all the transfer stations as the starting points and the virtual arrival nodes of all the inbound lines of all the transfer stations as the ending points
Figure GDA0003383814880000151
The passenger takes the bus which firstly reaches the starting station o at the k-th transfer station MkThe ith inbound route of
Figure GDA0003383814880000152
Based on the time of travel of the real-time road conditions, i.e.
Figure GDA0003383814880000153
Wherein the content of the first and second substances,
Figure GDA0003383814880000154
passing through the kth transfer station M for the car based on real-time road conditionskThe ith inbound route of
Figure GDA0003383814880000155
Mu is a conversion coefficient, and mu > 1,
Figure GDA0003383814880000156
for the k transfer station MkThe ith inbound route of
Figure GDA0003383814880000157
Number of bus stations and does not include the starting station o and the kth transfer station MkT is the average stop time of the bus at each station;
obtaining the kth transfer station MkThe ith inbound route of
Figure GDA0003383814880000158
From the starting station o to the k-th transfer station MkThe total number of buses and the total number of buses with the same serial number as the bus route taken by the passenger currently
Figure GDA0003383814880000159
A vehicle containing a current ride;
obtaining the real-time number of people on the qth bus
Figure GDA00033838148800001510
Calculating the k-th transfer station MkThe ith inbound route of
Figure GDA00033838148800001511
The number of the bus route is the same as that of the bus route taken by the passenger currently, from the starting station o to the k-th transfer station MkAll buses in between at the moment
Figure GDA00033838148800001512
And is recorded as
Figure GDA00033838148800001513
Namely, it is
Figure GDA00033838148800001514
Thereby deriving a weight that affects comfort
Figure GDA00033838148800001515
And is
Figure GDA00033838148800001516
Wherein k is a conversion coefficient for converting the number of the passengers in the bus into the influence degree, and c is an adjustment coefficient. Finally, comprehensive weight based on the running time of the bus route taken by the passenger currently and the congestion degree of the bus is obtained
Figure GDA00033838148800001517
And is
Figure GDA00033838148800001518
Wherein alpha is the importance degree of passengers to the comfort, and alpha belongs to [0,1 ]](ii) a When alpha is equal to 0, the bus route with the shortest travel time is expected to be obtained by the passenger, and when alpha is equal to 1, the bus route with the highest comfort level is expected to be obtained by the passenger; when alpha belongs to (0,1), the optimal bus route obtained by comprehensively considering the travel time and the comfort level of the passenger is represented;
weighting of a travel arc set AL' starting from virtual departure nodes of all outbound routes of all transfer stations and ending at a destination station d
Figure GDA0003383814880000161
Indicating that the passenger takes the first time to arrive at the k-th transfer station MkThe bus in the jth outbound route
Figure GDA0003383814880000162
Based on the time of travel of the real-time road conditions, i.e.
Figure GDA0003383814880000163
Wherein the content of the first and second substances,
Figure GDA0003383814880000164
passing through the kth transfer station M for the car based on real-time road conditionskJ th outbound line of
Figure GDA0003383814880000165
Mu is a conversion coefficient, and mu > 1,
Figure GDA0003383814880000166
for the k transfer station MkJ th outbound line of
Figure GDA0003383814880000167
Number of bus stations and does not include the kth transfer station MkAnd a destination station d, T is the average stop time of the bus at each station;
obtaining the kth transfer station MkJ th outbound line of
Figure GDA0003383814880000168
Up from the kth transfer station MkThe total number of buses to the buses between the destination stations d and the number of the buses with the same number as the current bus route taken by the passenger, and the total number of the buses
Figure GDA0003383814880000169
A vehicle containing a current ride;
obtaining the real-time number of people on the qth bus
Figure GDA00033838148800001610
Calculating the k-th transfer station MkJ th outbound line of
Figure GDA00033838148800001611
On the bus line with the same number as the current passenger, from the firstk transfer stations MkAll buses to destination station d at that moment
Figure GDA00033838148800001612
And is recorded as
Figure GDA00033838148800001613
Namely, it is
Figure GDA00033838148800001614
Thereby deriving a weight that affects comfort
Figure GDA00033838148800001615
And is
Figure GDA00033838148800001616
Wherein k is a conversion coefficient for converting the number of the passengers into the influence degree, c is an adjustment coefficient, and finally, the comprehensive weight based on the running time of the bus route taken by the passengers and the congestion degree of the bus is obtained
Figure GDA00033838148800001617
And is
Figure GDA00033838148800001618
Wherein alpha is the degree of importance of passengers to comfort, and alpha belongs to [0,1 ]]. When alpha is equal to 0, the bus line with the shortest travel time is expected to be obtained by the passenger, and when alpha is equal to 1, the bus line with the highest comfort level is expected to be obtained by the passenger. When alpha belongs to (0,1), the optimal bus route obtained by comprehensively considering the travel time and the comfort level of the passenger is represented; an expanded public transportation network diagram is obtained, as shown in fig. 3.
Step four, searching an optimal path from the starting station o to the destination station d in the expanded public transportation network graph G ″ (V ', A', omega) after the weight information is loaded by using a combined dynamic programming algorithm:
step 4.0, dividing the weighted directed graph G ═ V ', a', ω) into a direct line network, a transfer line network and a hybrid line network according to whether transfer lines exist, and executing step 4.1 and step 4.3 if the weighted directed graph G ═ V ', a', ω) is the direct line network; if the weighted directed graph G ″ (V ', a', ω) is the transfer line network, step 4.2 and step 4.3 are performed; if the weighted directed graph G ″ (V ', a', ω) is the hybrid line network, performing step 4.1 to step 4.3;
step 4.1, obtaining the optimal path of the direct line network:
step 4.1.1, let a denote the current stage, let the state variable saRepresenting the initial possible node position of the current stage a, decision variable uaAn arc representing the initial possible selection of the current phase a, defining an index function Va(s1,u1,…sa-1,ua-1,sa) The weight sum of the waiting arcs and the driving arcs corresponding to all the bus routes selected before the current stage a is used as an optimal value function fa(sa)＝min{Va(s1,u1,…sa-1,ua-1,sa) Define boundary condition f1(s1) 0; and the target site is reached, and the circular calculation is convenient.
When a is 1, s is initializedaIs the starting site o;
when a is 2, s is initializedaVirtual departure nodes corresponding to all direct lines departing from the starting station o;
when a is 3, s is initializedaDestination site d;
step 4.1.2, enabling n to be 1;
step 4.1.3, calculate
Figure GDA0003383814880000171
Step 4.1.4, assigning N +1 to N, judging whether N is greater than N, if so, executing step 4.1.5, otherwise, executing step 4.1.3; this step traverses all virtual departure nodes of all direct lines.
Step 4.1.5, calculate
Figure GDA0003383814880000172
Let ln *Is composed of
Figure GDA0003383814880000173
The minimum element in the state variable is corresponding to a line of the state variable;
step 4.2, obtaining the optimal path of the transfer line network:
step 4.2.1, let a denote the current stage, let the state variable saRepresenting the initial possible node position of the current stage a, decision variable uaAn arc representing the initial possible selection of the current phase a, defining an index function Va(s1,u1,…sa-1,ua-1,sa) The weight sum of the waiting arcs and the driving arcs corresponding to all the bus routes selected before the current stage a is used as an optimal value function fa(sa)＝min{Va(s1,u1,…sa-1,ua-1,sa) Define boundary condition f1(s1)＝0；
When a is 1, s is initializedaIs the starting site o;
when a is 2, s is initializedaVirtual departure nodes corresponding to all inbound lines from the starting station o to all transfer stations;
when a is 3, s is initializedaVirtual arrival nodes corresponding to all inbound lines from the starting station o to all transfer stations;
when a is 4, s is initializedaThe virtual departure nodes corresponding to all outbound lines from all transfer stations to the destination station;
when a is 5, s is initializedaDestination site d;
step 4.2.2, enabling k to be 1;
step 4.2.3, changing i to 1;
step 4.2.4, calculate
Figure GDA0003383814880000181
And
Figure GDA0003383814880000182
step 4.2.5, assigning I +1 to I, and judging that I is larger than IkIf so, go to step 4.2.6, otherwise go to step 4.2.4; this step traverses all the virtual departure nodes in the starting set of stations O in all the transfer routes.
Step 4.2.6, assigning K +1 to K, judging whether K is greater than K, if so, executing step 4.2.7, otherwise, executing step 4.2.3; all the virtual departure nodes in the start site set O and the virtual arrival nodes in the transfer site set M' in all the transfer routes are traversed by step 4.2.5 and step 4.2.6.
Step 4.2.7, making k equal to 1;
step 4.2.8, changing j to 1;
step 4.2.9, calculate
Figure GDA0003383814880000183
Order to
Figure GDA0003383814880000184
Is composed of
Figure GDA0003383814880000185
The minimum element in the station is corresponding to the inbound line of the state variable;
step 4.2.10, J +1 is assigned to J, and J is judged to be larger than JkIf so, performing step 4.2.11, otherwise, performing step 4.2.9;
step 4.2.11, assigning K +1 to K, judging whether K is greater than K, if so, executing step 4.2.12, otherwise, executing step 4.2.8; all virtual departure nodes in the transfer site set M' in all transfer lanes are traversed by step 4.2.10 and step 4.2.10.
Step 4.2.12, calculate
Figure GDA0003383814880000186
Order to
Figure GDA0003383814880000187
Is composed of
Figure GDA0003383814880000188
The minimum element in the state variable is corresponding to an outbound line of the state variable;
and 4.3, comprehensively comparing the travel time of the direct line and the transfer line, so as to obtain an optimal path of the weighted directed graph G ″ (V ', a', ω):
if f3(d)≤f5(d) Or when the weighted directed graph G ″ (V ', a', ω) is a direct line network, selecting a direct line, and the optimal direct line is a direct line l taken from the start station on *Get the bus to the destination station d, record as
Figure GDA0003383814880000191
If f3(d)＞f5(d) Or when the weighted directed graph G ″ (V ', A', omega) is the transfer line network, the transfer line is selected, and the optimal transfer line is the ith inbound line from the start station o to the kth transfer station
Figure GDA0003383814880000192
Bus to kth transfer station MkTransfer, then take the jth outbound route
Figure GDA0003383814880000193
Get the bus to the destination station d, record as
Figure GDA0003383814880000194
If f3(d)＝f5(d) At + ∞, the optimal route is empty, indicating the time t at which the passenger arrives at the origin station ooWhen the passenger leaves, the passenger cannot catch up with the last bus, and the trip cannot be completed;
step five, acquiring the current position of the passenger, judging whether the current position reaches a new station, if not, updating the current position of the passenger, then repeatedly executing the step five, and if so, recording the new station as o';
if the new station o 'is not the destination station d, assigning o' to the current position o of the passenger, and executing the step one; therefore, the real-time optimal path is continuously circulated and updated.
And if the new station o' is the destination station d, ending the bus trip planning.

Claims (1)

1. A bus trip planning method considering active transfer of passengers in the way is characterized by comprising the following steps:
step one, obtaining an original public transportation network of passenger travel:
obtaining an original public transportation network G (V, A) of the passenger trip according to an initial station o and a destination station d of the passenger trip, wherein V is a station set, and V is { o, M, d }; m is a set of transfer stations, and M ═ M1,M2,…,Mk,…,MKIn which M iskK is the kth transfer station, K is 1,2, …, and K is the total number of transfer stations; a is a set of lines in the original public transportation network G, and a ═ { L, FL, AL }, where L is a set of lines that go straight between the origin station o and the destination station d, and L ═ L1,l2,…,ln,…,lN}，lnN is the nth direct line between the starting station o and the destination station d, wherein N is 1,2, …, and N is the total number of the direct lines; FL is a line set from the origination station o to each transfer station in the transfer station set M, and FL { FL ═ FL1,FL2,…,FLk,…,FLKIn which FL iskFrom the starting station o to the k-th transfer station MkA line set of inbound lines of, and
Figure FDA0003383814870000011
wherein the content of the first and second substances,
Figure FDA0003383814870000012
from the starting station o to the k-th transfer station MkI is 1,2, …, Ik，IkFrom the starting station o to the k-th transfer station MkTotal number of inbound lines; AL being slave transfer stationSet M to destination d, and AL ═ AL1,AL2,…,ALk,…,ALK}，ALkTo move from the k-th transfer station MkA set of outbound routes to destination site d, and
Figure FDA0003383814870000013
wherein the content of the first and second substances,
Figure FDA0003383814870000014
to move from the k-th transfer station MkJ-th outbound route to destination d, J ═ 1,2, …, Jk，JkTo transfer from k transfer stations MkThe total number of outbound routes to destination site d;
step two, acquiring an extended public transportation network based on the original public transportation network G:
2.1, obtaining an expanded site set V '═ O, M' }:
step 2.1.1 of obtaining the nth direct line l from the starting station o in the line set AnAnd said from the initiating station o to the k-th transfer station MkThe ith inbound route of
Figure FDA0003383814870000015
The corresponding virtual departure nodes are respectively recorded as
Figure FDA0003383814870000016
And
Figure FDA0003383814870000017
therefore, all direct routes from the starting station O and virtual outbound nodes corresponding to all inbound routes from the starting station O to all transfer stations form a starting station set O together with the starting station O;
step 2.1.2 transfer station M of k in the line set AkThe ith inbound route of
Figure FDA0003383814870000018
The corresponding virtual arriving node is marked as
Figure FDA0003383814870000019
From the kth transfer station MkJ-th outbound route to destination site d
Figure FDA00033838148700000110
The corresponding virtual departure node is marked as
Figure FDA00033838148700000111
So that it will go from the origin station o to the k-th transfer station MkAnd the k-th transfer station MkThe virtual departure nodes corresponding to all outbound lines to the destination site d form a kth transfer site set M'k(ii) a Further, all transfer site sets M '{ M'k|k＝1,2,…,K}；
2.2, constructing a new line set a ', so as to generate an extended public transport network G' ═ V ', a':
definition of
Figure FDA0003383814870000021
Indicating that starting from the start site o, the nth direct line lnCorresponding virtual departure node
Figure FDA0003383814870000022
A waiting arc being a terminal point;
definition of
Figure FDA0003383814870000023
Indicating that starting from the starting station o, the k-th transfer station MkThe ith inbound route of
Figure FDA0003383814870000024
Corresponding virtual departure node
Figure FDA0003383814870000025
A waiting arc being a terminal point; thus, a waiting arc set of the starting station point set O is obtained and recorded as
Figure FDA0003383814870000026
Definition of
Figure FDA0003383814870000027
Indicating that at the k-th transfer station MkThe ith inbound route of
Figure FDA0003383814870000028
Virtual reach node of
Figure FDA0003383814870000029
Starting from the kth transfer station MkJ th outbound line of
Figure FDA00033838148700000210
Virtual departure node
Figure FDA00033838148700000211
A waiting arc being a terminal point; thereby obtaining a k < th > transfer site set M'kWaiting arc set of
Figure FDA00033838148700000212
Further obtain the waiting arc set of all the transfer station sets M', and record as
Figure FDA00033838148700000213
Set of waiting arcs WL from set of start stations OOAnd a waiting arc set WL of all transfer station sets MMForm a total waiting arc set WL, i.e. WL ═ WLO,WLM}；
Definition of
Figure FDA00033838148700000214
Represents the n-th direct line lnVirtual departure node
Figure FDA00033838148700000215
Taking the target site d as a starting point and a running arc with the target site d as an end point, thereby obtaining a running arc set with virtual starting nodes of all direct lines as starting points and the target site d as an end point, and recording the running arc set as a starting point
Figure FDA00033838148700000216
Definition of
Figure FDA00033838148700000217
Indicating that at the k-th transfer station MkThe ith inbound route of
Figure FDA00033838148700000218
Virtual departure node
Figure FDA00033838148700000219
Starting from the kth transfer station MkThe ith inbound route of
Figure FDA00033838148700000220
Virtual reach node of
Figure FDA00033838148700000221
The traveling arc is taken as the terminal, so that a traveling arc set taking the virtual departure nodes of all the inbound lines of all the transfer stations as the starting points and the virtual arrival nodes of all the inbound lines of all the transfer stations as the terminal points is obtained and recorded as
Figure FDA00033838148700000222
Definition of
Figure FDA00033838148700000223
Is expressed ask transfer stations MkJ th outbound line of
Figure FDA00033838148700000224
Virtual departure node
Figure FDA00033838148700000225
The travel arcs with the destination station d as the end point are taken as the starting points, so that a travel arc set with the destination station d as the end point and the virtual starting nodes of all outbound routes of all transfer stations as the starting points is obtained and recorded as
Figure FDA00033838148700000226
A total driving arc set RL is formed by a driving arc set L 'taking virtual starting nodes of all direct lines as a starting point and a destination station d as an end point, a driving arc set FL' taking virtual starting nodes of all inbound lines of all transfer stations as a starting point and virtual arrival nodes of all inbound lines of all transfer stations as an end point, and a driving arc set AL 'taking virtual starting nodes of all outbound lines of all transfer stations as a starting point and the destination station d as an end point, wherein RL is { L', FL ', AL' };
forming a new line set by a total waiting arc set WL and a total driving arc set RL, and recording as A' ═ { WL, RL };
step three, calculating the weight of the waiting arc and the driving arc on the expanded public transportation network:
step 3.1, setting the time t for the passenger to arrive at the initial station ooMeanwhile, adding the real-time public traffic information and the road condition information into the expanded public traffic network G ' ═ V ', A ';
step 3.2, assigning the driving arc and the waiting arc in the new route set a ' to corresponding weights ω, thereby obtaining a weighted directed graph G ═ (V ', a ', ω), wherein the weights ω include:
Figure FDA0003383814870000031
Figure FDA0003383814870000032
make the waiting arc set WL of the start station set OOWeight of (2)
Figure FDA0003383814870000033
Indicating passengers taking the nth direct line lnAt time toThe time required for the bus which reaches the starting station o first, i.e.
Figure FDA0003383814870000034
Wherein the content of the first and second substances,
Figure FDA0003383814870000035
is shown at time toLast nth direct line lnIf the bus which first reaches the starting station o at the time t when the passenger reaches the starting station ooThen on the nth through line lnWhen there is no bus, then order
Figure FDA0003383814870000036
Make the waiting arc set WL of the start station set OOWeight of (2)
Figure FDA0003383814870000037
Indicating passengers to take the k-th transfer station MkThe ith inbound route of
Figure FDA0003383814870000038
The time required for the bus which reaches the starting station o first, i.e.
Figure FDA0003383814870000039
Wherein the content of the first and second substances,
Figure FDA00033838148700000310
is shown at time toThe last k transfer station MkThe ith inbound route of
Figure FDA00033838148700000311
The time when the bus which reaches the starting stop o first reaches o, if the time toThen at the k-th transfer station MkThe ith inbound route of
Figure FDA00033838148700000312
When there is no bus, then order
Figure FDA00033838148700000313
Make the waiting arc set WL of the transfer station set MMWeight of (2)
Figure FDA00033838148700000314
Indicating passengers to take the k-th transfer station MkThe ith inbound route of
Figure FDA00033838148700000315
Bus arrival MkThereafter, the passenger takes the k-th transfer station MkJ th outbound line of
Figure FDA00033838148700000316
Up to M firstkThe bus in question, i.e. the time required to wait
Figure FDA00033838148700000317
Wherein the content of the first and second substances,
Figure FDA00033838148700000318
at a time toThe bus which reaches the initial station o first passes through the kth transfer station MkThe ith inbound route of
Figure FDA00033838148700000319
To the kth transfer station MkAt the time of the day,
Figure FDA0003383814870000041
is shown at the moment of time
Figure FDA0003383814870000042
Then at the k-th transfer station MkJ th outbound line of
Figure FDA0003383814870000043
Up to M firstkTime of day, if
Figure FDA0003383814870000044
Then no longer reaches the k-th transfer station MkAnd passes through the kth transfer station MkJ th outbound line of
Figure FDA0003383814870000045
The bus of
Figure FDA0003383814870000046
The weight of the running arc set L' taking the virtual starting nodes of all the direct lines as the starting points and the destination station d as the end point
Figure FDA0003383814870000047
The passengers take the bus which firstly arrives at the starting station o on the nth direct line lnBased on the time of travel of the real-time road conditions, i.e.
Figure FDA0003383814870000048
Wherein the content of the first and second substances,
Figure FDA0003383814870000049
passing through the nth direct line l for the car based on real-time road conditionsnMu is a conversion coefficient, and mu > 1,
Figure FDA00033838148700000410
for the nth through line lnThe number of the bus stations does not include the starting station o and the destination station d, and T is the average stop time of the bus at each station;
obtaining the nth direct line lnThe total number of the buses from the starting station o to the destination station d and the number of the buses is the same as the number of the bus route taken by the passenger at present and is marked as QnThe total number Q of the buses comprises the current bus;
obtaining the real-time number of people on the qth bus
Figure FDA00033838148700000411
Calculating the nth through line lnAll buses between the starting station o and the destination station d have the same bus route number as the current bus route number taken by the passenger
Figure FDA00033838148700000412
And is recorded as
Figure FDA00033838148700000413
Namely, it is
Figure FDA00033838148700000414
Thereby obtaining a weight that affects comfort
Figure FDA00033838148700000415
Wherein k is a conversion coefficient for converting the number of the passengers in the bus into the influence degree, and c is an adjustment coefficient; finally, comprehensive weight based on the running time of the bus route taken by the passenger currently and the congestion degree of the bus is obtained
Figure FDA00033838148700000416
And is
Figure FDA00033838148700000417
Wherein alpha is the degree of importance of passengers to comfort, and alpha belongs to[0,1](ii) a When alpha is equal to 0, the bus route with the shortest travel time is expected to be obtained by the passenger, and when alpha is equal to 1, the bus route with the highest comfort level is expected to be obtained by the passenger; when alpha belongs to (0,1), the optimal bus route obtained by comprehensively considering the travel time and the comfort level of the passenger is represented;
the weights of the travel arc sets FL' taking the virtual departure nodes of all the inbound lines of all the transfer stations as the starting points and the virtual arrival nodes of all the inbound lines of all the transfer stations as the ending points
Figure FDA00033838148700000418
The passenger takes the bus which firstly reaches the starting station o at the k-th transfer station MkThe ith inbound route of
Figure FDA00033838148700000419
Based on the time of travel of the real-time road conditions, i.e.
Figure FDA00033838148700000420
Wherein the content of the first and second substances,
Figure FDA00033838148700000421
passing through the kth transfer station M for the car based on real-time road conditionskThe ith inbound route of
Figure FDA0003383814870000051
Mu is a conversion coefficient, and mu > 1,
Figure FDA0003383814870000052
for the k transfer station MkThe ith inbound route of
Figure FDA0003383814870000053
Number of bus stations and does not include the starting station o and the kth transfer station MkT is the average stop time of the bus at each station;
obtaining the kth transfer siteMkThe ith inbound route of
Figure FDA0003383814870000054
From the starting station o to the k-th transfer station MkThe total number of buses is the same as the number of the bus route taken by the passenger currently, and the total number of buses is
Figure FDA0003383814870000055
A vehicle containing a current ride;
obtaining the real-time number of people on the qth bus
Figure FDA0003383814870000056
Calculating the k-th transfer station MkThe ith inbound route of
Figure FDA0003383814870000057
The number of the bus route is the same as that of the bus route taken by the passenger currently, from the starting station o to the k-th transfer station MkAll buses in between at the moment
Figure FDA0003383814870000058
And is recorded as
Figure FDA0003383814870000059
Namely, it is
Figure FDA00033838148700000510
Thereby deriving a weight that affects comfort
Figure FDA00033838148700000511
And is
Figure FDA00033838148700000512
Wherein k is a conversion coefficient for converting the number of the passengers in the bus into the influence degree, and c is an adjustment coefficient; the final result is based on the current riding of the passengerComprehensive weight of travel time of bus route and bus crowding degree
Figure FDA00033838148700000513
And is
Figure FDA00033838148700000514
Wherein alpha is the importance degree of passengers to the comfort, and alpha belongs to [0,1 ]](ii) a When alpha is equal to 0, the bus route with the shortest travel time is expected to be obtained by the passenger, and when alpha is equal to 1, the bus route with the highest comfort level is expected to be obtained by the passenger; when alpha belongs to (0,1), the optimal bus route obtained by comprehensively considering the travel time and the comfort level of the passenger is represented;
weighting of a travel arc set AL' starting from virtual departure nodes of all outbound routes of all transfer stations and ending at a destination station d
Figure FDA00033838148700000515
Indicating that the passenger takes the first time to arrive at the k-th transfer station MkThe bus in the jth outbound route
Figure FDA00033838148700000516
Based on the time of travel of the real-time road conditions, i.e.
Figure FDA00033838148700000517
Wherein the content of the first and second substances,
Figure FDA00033838148700000518
passing through the kth transfer station M for the car based on real-time road conditionskJ th outbound line of
Figure FDA00033838148700000519
Mu is a conversion coefficient, and mu > 1,
Figure FDA00033838148700000520
for the k transfer station MkThe j th line ofStation line
Figure FDA00033838148700000521
Number of bus stations and does not include the kth transfer station MkAnd a destination station d, T is the average stop time of the bus at each station;
obtaining the kth transfer station MkJ th outbound line of
Figure FDA00033838148700000522
Up from the kth transfer station MkThe total number of buses to the buses between the destination stations d and the bus line number which is the same as the bus line number currently taken by the passenger, wherein the total number of the buses is
Figure FDA00033838148700000523
A vehicle containing a current ride;
obtaining the real-time number of people on the qth bus
Figure FDA0003383814870000061
Calculating the k-th transfer station MkJ th outbound line of
Figure FDA0003383814870000062
The number of the bus route on the bus is the same as that of the bus route currently taken by the passenger, and the k-th transfer station MkAll buses to destination station d at that moment
Figure FDA0003383814870000063
And is recorded as
Figure FDA0003383814870000064
Namely, it is
Figure FDA0003383814870000065
Thereby deriving a weight that affects comfort
Figure FDA0003383814870000066
And is
Figure FDA0003383814870000067
Wherein k is a conversion coefficient for converting the number of the passengers into the influence degree, c is an adjustment coefficient, and finally, the comprehensive weight based on the running time of the bus route taken by the passengers and the congestion degree of the bus is obtained
Figure FDA0003383814870000068
And is
Figure FDA0003383814870000069
Wherein alpha is the degree of importance of passengers to comfort, and alpha belongs to [0,1 ]](ii) a When alpha is equal to 0, the bus route with the shortest travel time is expected to be obtained by the passenger, and when alpha is equal to 1, the bus route with the highest comfort level is expected to be obtained by the passenger; when alpha belongs to (0,1), the optimal bus route obtained by comprehensively considering the travel time and the comfort level of the passenger is represented;
step four, searching an optimal path from the starting station o to the destination station d in the expanded public transportation network graph G ″ (V ', A', omega) after the weight information is loaded by using a combined dynamic programming algorithm:
step 4.0, dividing the weighted directed graph G ═ V ', a', ω) into a direct line network, a transfer line network and a hybrid line network according to whether transfer lines exist, and executing step 4.1 and step 4.3 if the weighted directed graph G ═ V ', a', ω) is the direct line network; if the weighted directed graph G ″ (V ', a', ω) is the transfer line network, step 4.2 and step 4.3 are performed; if the weighted directed graph G ″ (V ', a', ω) is the hybrid line network, performing step 4.1 to step 4.3;
step 4.1, obtaining the optimal path of the direct line network:
step 4.1.1, let a denote the current stage, let the state variable saRepresenting the initial possible node position of the current stage a, decision variable uaAn arc representing the initial possible selection of the current phase a, defining an index function Va(s1,u1,…sa-1,ua-1,sa) The weight sum of the waiting arcs and the driving arcs corresponding to all the bus routes selected before the current stage a is used as an optimal value function fa(sa)＝min{Va(s1,u1,…sa-1,ua-1,sa) Define boundary condition f1(s1)＝0；
When a is 1, s is initializedaIs the starting site o;
when a is 2, s is initializedaVirtual departure nodes corresponding to all direct lines departing from the starting station o;
when a is 3, s is initializedaDestination site d;
step 4.1.2, enabling n to be 1;
step 4.1.3, calculate
Figure FDA0003383814870000075
Step 4.1.4, assigning N +1 to N, judging whether N is greater than N, if so, executing step 4.1.5, otherwise, executing step 4.1.3;
step 4.1.5, calculate
Figure FDA0003383814870000071
Let ln *Is composed of
Figure FDA0003383814870000072
The minimum element in the state variable is corresponding to a line of the state variable;
step 4.2, obtaining the optimal path of the transfer line network:
step 4.2.1, let a denote the current stage, let the state variable saRepresenting the initial possible node position of the current stage a, decision variable uaAn arc representing the initial possible selection of the current phase a, defining an index function Va(s1,u1,…sa-1,ua-1,sa) The weight sum of the waiting arcs and the driving arcs corresponding to all the bus routes selected before the current stage a is set as the optimal valueFunction fa(sa)＝min{Va(s1,u1,…sa-1,ua-1,sa) Define boundary condition f1(s1)＝0；
When a is 1, s is initializedaIs the starting site o;
when a is 2, s is initializedaVirtual departure nodes corresponding to all inbound lines from the starting station o to all transfer stations;
when a is 3, s is initializedaVirtual arrival nodes corresponding to all inbound lines from the starting station o to all transfer stations;
when a is 4, s is initializedaThe virtual departure nodes corresponding to all outbound lines from all transfer stations to the destination station;
when a is 5, s is initializedaDestination site d;
step 4.2.2, enabling k to be 1;
step 4.2.3, changing i to 1;
step 4.2.4, calculate
Figure FDA0003383814870000073
And
Figure FDA0003383814870000074
step 4.2.5, assigning I +1 to I, and judging that I is larger than IkIf so, go to step 4.2.6, otherwise go to step 4.2.4;
step 4.2.6, assigning K +1 to K, judging whether K is greater than K, if so, executing step 4.2.7, otherwise, executing step 4.2.3;
step 4.2.7, making k equal to 1;
step 4.2.8, changing j to 1;
step 4.2.9, calculate
Figure FDA0003383814870000081
Order to
Figure FDA0003383814870000082
Is composed of
Figure FDA0003383814870000083
The minimum element in the station is corresponding to the inbound line of the state variable;
step 4.2.10, J +1 is assigned to J, and J is judged to be larger than JkIf so, performing step 4.2.11, otherwise, performing step 4.2.9;
step 4.2.11, assigning K +1 to K, judging whether K is greater than K, if so, executing step 4.2.12, otherwise, executing step 4.2.8;
step 4.2.12, calculate
Figure FDA0003383814870000084
Order to
Figure FDA0003383814870000085
Is composed of
Figure FDA0003383814870000086
The minimum element in the state variable is corresponding to an outbound line of the state variable;
and 4.3, comprehensively comparing the travel time of the direct line and the transfer line, so as to obtain an optimal path of the weighted directed graph G ″ (V ', a', ω):
if f3(d)≤f5(d) Or when the weighted directed graph G ″ (V ', a', ω) is a direct line network, selecting a direct line, and the optimal direct line is a direct line l taken from the start station on *Get the bus to the destination station d, record as
Figure FDA0003383814870000087
If f3(d)＞f5(d) Or when the weighted directed graph G ″ (V ', A', omega) is the transfer line network, the transfer line is selected, and the optimal transfer line is the ith inbound line from the start station o to the kth transfer station
Figure FDA0003383814870000088
Bus to kth transfer station MkTransfer, then take the jth outbound route
Figure FDA0003383814870000089
Get the bus to the destination station d, record as
Figure FDA00033838148700000810
If f3(d)＝f5(d) At + ∞, the optimal route is empty, indicating the time t at which the passenger arrives at the origin station ooWhen the passenger leaves, the passenger cannot catch up with the last bus, and the trip cannot be completed;
step five, acquiring the current position of the passenger, judging whether the current position reaches a new station, if not, updating the current position of the passenger, then repeatedly executing the step five, and if so, recording the new station as o';
if the new station o 'is not the destination station d, assigning o' to the current position o of the passenger, and executing the step one;
and if the new station o' is the destination station d, ending the bus trip planning.
CN202010096480.1A 2020-02-17 2020-02-17 Bus trip planning method considering active transfer of passengers in transit Active CN111311002B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202010096480.1A CN111311002B (en) 2020-02-17 2020-02-17 Bus trip planning method considering active transfer of passengers in transit

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202010096480.1A CN111311002B (en) 2020-02-17 2020-02-17 Bus trip planning method considering active transfer of passengers in transit

Publications (2)

Publication Number Publication Date
CN111311002A CN111311002A (en) 2020-06-19
CN111311002B true CN111311002B (en) 2022-02-11

Family

ID=71147134

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202010096480.1A Active CN111311002B (en) 2020-02-17 2020-02-17 Bus trip planning method considering active transfer of passengers in transit

Country Status (1)

Country Link
CN (1) CN111311002B (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112131437B (en) * 2020-11-25 2021-03-05 深圳市城市交通规划设计研究中心股份有限公司 Multi-mode traffic network construction method and device based on graph database
CN113053156B (en) * 2021-03-31 2022-09-02 华录智达科技股份有限公司 Intelligent bus station addressing method based on bus radius method
CN114275014B (en) * 2021-12-20 2023-07-28 佳都科技集团股份有限公司 Subway congestion degree relieving method and device, server and storage medium

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107545322A (en) * 2017-07-28 2018-01-05 东北大学 A kind of method for alleviating public traffic network time delay based on reduction congestion weight
CN108197724A (en) * 2017-12-02 2018-06-22 山东大学 Efficiency weight calculation and public transport scheme performance estimating method in public transport complex network

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8494771B2 (en) * 2011-09-07 2013-07-23 Microsoft Corporation Journey planning in public transportation networks
EP3455590A4 (en) * 2017-06-21 2019-07-24 Beijing Didi Infinity Technology And Development Co., Ltd. Systems and methods for route planning

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107545322A (en) * 2017-07-28 2018-01-05 东北大学 A kind of method for alleviating public traffic network time delay based on reduction congestion weight
CN108197724A (en) * 2017-12-02 2018-06-22 山东大学 Efficiency weight calculation and public transport scheme performance estimating method in public transport complex network

Non-Patent Citations (3)

* Cited by examiner, † Cited by third party
Title
公交出行路径蚂蚁算法;李文勇 等;《交通运输工程学报》;20041231;全文 *
基于居民出行行为的城市多级公交线网时空协调优化理论与方法;高健;《中国优秀博硕士学位论文全文数据库(博士)工程科技Ⅱ辑》;20140715;全文 *
基于改进K最短路算法的公交线网优化研究;丁建勋 等;《合肥工业大学学报(自然科学版)》;20191031;全文 *

Also Published As

Publication number Publication date
CN111311002A (en) 2020-06-19

Similar Documents

Publication Publication Date Title
CN111311002B (en) Bus trip planning method considering active transfer of passengers in transit
CN108981736B (en) Electric vehicle charging path optimization method based on user travel rule
CN110648022B (en) Community public transportation network and departure frequency synchronous optimization method of connection subways considering full coverage of stations
Cats et al. Effect of real-time transit information on dynamic path choice of passengers
CN109753694B (en) Method for designing medium and small city public transportation network based on whole-process travel sensing time
CN109612488B (en) Big data micro-service-based mixed travel mode path planning system and method
CN105513400A (en) Method for dynamically planning travel route
CN110599760B (en) Travel behavior simulation method under multi-mode traffic network
CN111667086B (en) Vehicle ride-sharing path optimizing method and system
CN107092986B (en) Bus passenger travel path selection method based on stations and collinear operation
CN112561249B (en) Real-time demand-oriented city customized bus scheduling method
CN111724076A (en) Regional multi-type rail transit passenger flow dynamic distribution method under operation interruption condition
CN115547052A (en) Dynamic demand response electric bus dispatching method for improving self-adaptive large-field algorithm
CN112562377A (en) Passenger vehicle real-time scheduling method based on random opportunity constraint
CN112729324A (en) Electric vehicle charging guidance and path planning method based on mutual-help travel system
CN111882915A (en) On-demand bus route planning method adopting composite algorithm and interactive model
CN113538886A (en) Real-time response type customized bus hierarchical scheduling method
CN108806235B (en) Intelligent public transportation scheduling method for on-demand service
CN113408859B (en) Urban rail transit line passenger flow and train matching method considering passenger flow management and control measures
CN115222156A (en) Automobile charging scheduling method considering user demand response based on time-sharing dual road network
CN111882107A (en) Driver and passenger matching method based on automatic driving shared taxi system
CN111275970B (en) Optimal route planning method considering real-time bus information
CN113379159A (en) Taxi driver passenger-searching route recommendation method based on gray model and Markov decision process
CN113096429A (en) Elastic bus area flexibility line generation method based on bus dispatching station distribution
CN115675584A (en) Urban area line driving scheme optimization method for urban rail transit

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant