CN111784038A - Multi-type intermodal route planning method, device, equipment and storage medium - Google Patents
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Abstract
The application discloses a method, a device, equipment and a storage medium for planning a route of multi-type intermodal transportation, and relates to the field of intelligent transportation. The specific implementation scheme is as follows: a method of multimodal transportation routing, comprising: receiving target information input by a user, wherein the target information comprises a starting point, an end point and a starting time; determining a target route according to the target information, wherein the target route comprises a first sub-route corresponding to a train or an airplane and a second sub-route corresponding to a walking or a bus; replacing the second sub-route in the target route with a third sub-route to obtain a corrected target route, wherein the time length corresponding to the second sub-route is longer than the time length corresponding to the third sub-route, and the starting point and the end point of the third sub-route are respectively matched with the starting point and the end point of the second sub-route. According to the method and the device, the time consumed on the road in the corrected target route is shorter, and therefore user experience is improved.
Description
Technical Field
The present application relates to the field of data processing technology in the field of computers, and in particular, to the field of intelligent transportation, and more particularly, to a method, an apparatus, a device, and a storage medium for planning a route by multimodal transportation.
Background
In recent years, with the development of transportation modes such as highways, railways, civil aviation and the like, the connection of different transportation modes is increasingly tight, and a comprehensive transportation service scheme in a specific area range becomes a hot spot of research in the transportation field. In order to reduce the transportation time cost, fully utilize transportation resources and improve the integrated transportation service level, multi-mode combined transportation is produced. The multi-type intermodal transportation is a transportation mode which realizes the purpose of transportation by mutually connecting and transporting two or more transportation means. The transportation modes of the multi-mode intermodal transportation are various, such as the intermodal transportation of the highway and the railway, the intermodal transportation of the railway and the sea, the intermodal transportation of the highway and the railway and the air and the like.
In the actual using process, a multi-target constrained optimization model is generally established by using factors such as time, cost and the like, and an optimal path meeting conditions is searched by using a heuristic algorithm.
Disclosure of Invention
The present disclosure provides a route planning method, apparatus, device, and storage medium for multimodal transportation.
According to an aspect of the present disclosure, there is provided a method of multimodal transportation route planning, including:
receiving target information input by a user, wherein the target information comprises a starting point, an end point and a starting time;
determining a target route according to the target information, wherein the target route comprises a first sub-route corresponding to a train or an airplane and a second sub-route corresponding to a walking or a bus;
and replacing the second sub-route in the target route with a third sub-route to obtain the corrected target route, wherein the time length corresponding to the second sub-route is longer than the time length corresponding to the third sub-route, and the starting point and the end point of the third sub-route are respectively matched with the starting point and the end point of the second sub-route.
According to another aspect of the present disclosure, there is provided an apparatus for route planning of multimodal transportation, including:
the system comprises a receiving module, a sending module and a processing module, wherein the receiving module is used for receiving target information input by a user, and the target information comprises a starting point, an end point and a starting time;
the determining module is used for determining a target route according to the target information, wherein the target route comprises a first sub-route corresponding to a train or an airplane and a second sub-route corresponding to a walking or a bus;
the first replacing module is used for replacing a second sub-route in the target route with a third sub-route to obtain a corrected target route, wherein the time length corresponding to the second sub-route is longer than the time length corresponding to the third sub-route, and the starting point and the end point of the third sub-route are respectively matched with the starting point and the end point of the second sub-route.
According to another aspect of the present disclosure, there is provided an electronic device including:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of multimodal transportation routing provided by the present disclosure.
According to another aspect of the present disclosure, there is provided a non-transitory computer readable storage medium having stored thereon computer instructions for causing a computer to perform the method of multimodal transportation route planning provided herein.
According to the technology of the application, the time consumed by the corrected target route on the road is short.
It should be understood that the statements in this section do not necessarily identify key or critical features of the embodiments of the present disclosure, nor do they limit the scope of the present disclosure. Other features of the present disclosure will become apparent from the following description.
Drawings
The drawings are included to provide a better understanding of the present solution and are not intended to limit the present application. Wherein:
FIG. 1 is a flow chart of a method of multimodal transportation routing provided in accordance with an embodiment of the present application;
FIG. 2 is one of the scene diagrams of the multi-modal intermodal routing provided according to an embodiment of the present application;
fig. 3 is a second scenario of route planning of multimodal transportation provided in accordance with an embodiment of the present application;
FIG. 4 is a third scenario of route planning for multimodal transport provided in accordance with an embodiment of the present application;
FIG. 5 is a fourth scenario diagram of a multi-modal intermodal routing scheme provided in accordance with an embodiment of the present application;
FIG. 6 is one of the block diagrams of an electronic device used to implement the method of multimodal transportation routing of an embodiment of the present application;
FIG. 7 is a second block diagram of an electronic device for implementing the method for route planning for multimodal transportation according to an embodiment of the present application;
FIG. 8 is a third block diagram of an electronic device for implementing the method of route planning for multimodal transportation of an embodiment of the present application;
fig. 9 is a fourth block diagram of an electronic device for implementing the method for route planning of multimodal transport of the embodiment of the present application.
Detailed Description
Referring to fig. 1, fig. 1 is a flowchart of a method for planning a route of multimodal transportation according to the present application, as shown in fig. 1, the method includes the following steps:
step S101, receiving target information input by a user, wherein the target information comprises a starting point, an end point and a starting time.
Where the distance between the starting point and the ending point is typically relatively large, the starting point and the ending point may be locations in different cities. For example: the starting point and the ending point can be generally provided with a route corresponding to an airplane or a train, such as a transportation shift corresponding to a flight corresponding to the airplane or the train arranged between the starting point and the ending point.
In addition, the flight corresponding to the airplane or the transportation shift corresponding to the train between the start point and the end point may not be a direct shift, for example: the corresponding flights of the aircraft between the origin and destination points may include: a first flight route corresponding to the aircraft between the starting point and the A site and a second flight route corresponding to the aircraft between the A site and the end point. Similarly, the transportation shift corresponding to the train is similar to the manner of the flight route corresponding to the airplane, and details are not repeated herein.
And S102, determining a target route according to the target information, wherein the target route comprises a first sub-route corresponding to a train or an airplane and a second sub-route corresponding to a walking or a bus.
The plurality of routes may be determined according to the destination information, each of the plurality of routes may include a second sub-route, and the destination route may be a route that uses the least time among the plurality of routes. And the third sub-route can be a route corresponding to a vehicle with an unfixed starting point and an unfixed ending point, high flexibility and high speed, such as: the third sub-route may be a sub-route corresponding to driving (specifically, may include a self-driving mode, a taxi mode, or a network appointment mode), and a duration corresponding to the third sub-route is shorter than a duration of the second sub-route, so that the duration consumed by the target route corrected in step S103 on the road may be shorter.
It should be noted that, since the target route includes a first sub-route corresponding to a train or an airplane and a sub-route corresponding to a driving, that is, the target route involves multiple vehicles, the target route may be referred to as a multimodal transportation route.
In addition, the corresponding bus in the second sub-route may refer to a bus, and may also include a subway, a magnetic levitation and other public transportation means.
For example: referring to fig. 2, a starting point corresponding to F1 in fig. 2 is a starting point in the destination information, an ending point corresponding to F10 is an ending point in the destination information, and F1 to F10 respectively represent second sub-routes corresponding to walking, B1 to B3 respectively represent second sub-routes corresponding to buses, and R1 and R2 respectively represent first sub-routes corresponding to trains or airplanes.
The number of the first sub-routes may be one, or may be at least two, for example: when the number of the first sub-routes is two, referring to fig. 2, the target route may include one first sub-route (i.e., R1) from the start point to the a point and another first sub-route (i.e., R2) from the B point to the end point.
In addition, a second sub-route can be formed between the point A and the point B; of course, the number of the second sub-routes included between the point a and the point B may be one, or may be at least two, for example: only one second sub-route can be included between the point A and the point B, and the second sub-route can be a route corresponding to the bus; alternatively, two second sub-routes may be included between the point a and the point B, and the two second sub-routes may be different types, such as: one of the second sub-routes may be a sub-route corresponding to walking, and the other second sub-route may be a sub-route corresponding to a bus. Of course, the types of the two mutually connected second sub-routes may also be the same, and the two mutually connected second sub-routes are both sub-routes corresponding to the buses. For example: referring to fig. 2, five second sub-routes of F4, F5, B2, F6 and F7 are included between R1 and R2 in fig. 2.
It should be noted that, in the present application, mutually connected sub-routes refer to that the end point of the previous sub-route matches the start point of the next sub-route, for example: the end point of the previous sub-route and the starting point of the next sub-route are at the same position, or the distance between the end point of the previous sub-route and the starting point of the next sub-route is within a preset range.
Step S103, replacing a second sub-route in the target route with a third sub-route to obtain a corrected target route, wherein the time length corresponding to the second sub-route is longer than the time length corresponding to the third sub-route, and the starting point and the end point of the third sub-route are respectively matched with the starting point and the end point of the second sub-route.
For example: referring to fig. 2, four pieces of second sub-routes F1, B1, F2, and F3 are replaced with a third sub-route T1, five pieces of second sub-routes F4, F5, B2, F6, and F7 are replaced with a third sub-route T2, and four pieces of second sub-routes F8, F9, B3, and F10 are replaced with a third sub-route T3.
The traffic mode corresponding to the third sub-route is not limited herein, for example: the vehicle corresponding to the third sub-route may be a vehicle with a non-fixed terminal, high flexibility and high speed, for example: the vehicles corresponding to the third sub-route may be: taxis, net appointments, or self-driving, etc. And the duration corresponding to the third sub-route is less than the duration of the second sub-route. Of course, the transportation means corresponding to the third sub-route may also include other transportation modes, such as: electric vehicles, and the like.
It should be noted that, when replacing the second sub-route with the third sub-route, the problem of mutually connecting the third sub-route and the first sub-route at the time needs to be considered, for example: referring to fig. 4, the third sub-route T1 may be used to replace the second sub-route until the estimated arrival time of the third sub-route T1 plus the inbound time corresponds to a time that is no later than (i.e., earlier than or equal to) the departure time of the first sub-route R1; whereas, with reference to fig. 5, the time corresponding to the estimated arrival time plus the length of the arrival time of the third sub-route T1 is significantly later than the departure time of the first sub-route R1, and therefore the third sub-route T1 in fig. 5 is clearly not available for replacing the second sub-route.
It should be noted that the time duration of the inbound stop when the first sub-route R1 is the sub-route corresponding to the airplane is generally longer than the time duration of the inbound stop when the first sub-route R1 is the sub-route corresponding to the train.
In the embodiment of the application, through steps S101 to S103, since the second sub-route in the target route is replaced by the third sub-route, the corrected target route is obtained, and the duration of the second sub-route is longer than that of the third sub-route, so that the duration consumed on the route in the corrected target route is shorter, and the user experience is improved.
Optionally, the target route includes at least two second sub-routes that are connected to each other, and the second sub-route in the target route is replaced by a third sub-route to obtain a corrected target route, including:
combining at least two second sub-routes which are mutually connected to obtain a second sub-route section;
replacing the second sub-route segment with a third sub-route to obtain a corrected target route;
the starting point and the end point corresponding to the second sub-route segment are respectively matched with the starting point and the end point of the third sub-route, and the duration corresponding to the second sub-route segment is longer than the duration corresponding to the third sub-route.
Wherein the type of the at least two mutually adjoining second sub-routes may be different, for example: in the case of including two mutually adjoining second sub-routes, one of the second sub-routes may be of a type corresponding to a bus, and the other of the second sub-routes may be of a type corresponding to a pedestrian.
Of course, the type of the at least two second partial routes that are connected to each other can also be the same, for example: in the case of including two mutually adjoining second sub-routes, one of the second sub-routes may be a sub-route corresponding to a first bus, and the other of the second sub-routes may be a sub-route corresponding to a second bus. The first bus and the second bus may be buses of two different routes.
The at least two mutually connected second sub-routes may be combined to obtain a second sub-route segment, and then the starting point corresponding to the second sub-route segment may be matched with the starting point corresponding to the first second sub-route, and the end point corresponding to the second sub-route segment may be matched with the end point corresponding to the second sub-route at the end, for example: and the at least two second sub-routes which are mutually connected comprise an A sub-route, a B sub-route and a C sub-route which are sequentially connected, the A sub-route, the B sub-route and the C sub-route can be combined to obtain a D sub-route section, the starting point of the D sub-route section is matched with the starting point of the A sub-route, and the end point of the D sub-route section is matched with the end point of the A sub-route. The above matching may mean the same, or the distance is within a preset range.
It should be noted that, similarly, the starting points and the end points of the third sub-route and the second sub-route segment are respectively matched, which may specifically refer to the above discussion that the starting points and the end points of the second sub-route segment and the at least two second sub-routes are respectively matched, and are not described herein again. And the duration of the third sub-route is less than the duration of the second sub-route segment.
For example: referring to fig. 2, the four second sub-routes of F1, B1, F2 and F3 are combined into a first second sub-route segment, which is then replaced with a third sub-route T1, the five second sub-routes of F4, F5, B2, F6 and F7 are combined into a second sub-route segment, which is then replaced with a third sub-route T2, the four second sub-routes of F8, F9, B3 and F10 are combined into a third second sub-route segment, which is then replaced with a third sub-route T3.
In this way, on the basis of ensuring that the time length from the starting point of the target route to the end point of the target route is shortest, the embodiment can further reduce the time length consumed by the route from the starting point to the end point corresponding to the second sub-route segment, that is, the time length consumed by the user on the route from the starting point to the end point corresponding to the second sub-route segment is reduced, and the user experience is enhanced.
Optionally, in a case that a difference between the predicted arrival time of the third sub-route and the start time of the first target sub-route is greater than a preset threshold, replacing the first target sub-route with the second target sub-route to obtain a corrected target route;
wherein the first target sub-route is the first sub-route after the third sub-route.
When the difference between the predicted arrival time of the third sub-route and the start time of the first target sub-route is greater than the preset threshold, which means that after the user arrives at the end point corresponding to the third sub-route through the third sub-route, and then starts to move according to the first target sub-route, a long waiting time exists in the middle, and in order to enable the user to arrive at the final destination earlier, the waiting time of the user is reduced, at this time, the second target sub-route may be re-planned to replace the first target sub-route. In this way, the waiting time after the user reaches the third sub-route can be reduced, so that the user can reach the final destination as early as possible.
For example: referring to fig. 3, after the second sub-route segment formed by combining the five second sub-routes F4, F5, B2, F6 and F7 is replaced by the third sub-route T2, in the case that the difference between the predicted arrival time of the third sub-route T2 and the start time of the first target sub-route R2 is greater than the preset threshold, the second target sub-route R3 and the third sub-route T4 connected with R3 may be re-planned, so that the user may arrive at the end point, i.e., the final destination, in the target information as early as possible.
It should be noted that the starting point and the end point of the second target sub-route may be respectively matched with the starting point and the end point of the first target sub-route, and in addition, the second target sub-route may be a first sub-route corresponding to a train or an airplane, for example: the second target sub-route and the first target sub-route are both the first sub-route (the sub-route corresponding to the train or the airplane), but the predicted departure time of the second target sub-route is earlier than the predicted departure time of the first target sub-route, and the predicted arrival time of the second target sub-route is earlier than the predicted arrival time of the first target sub-route.
In this way, the waiting time after the user reaches the third sub-route can be reduced, so that the user can reach the final destination as early as possible.
Of course, the start and end points of the second target sub-route may also not match the start and end points of the first target sub-route, for example: the starting point of the first target sub-route may be a station a of a city a, and the ending point of the first target sub-route may be a city B; and the starting point of the second target sub-route may be the B station of city a. In this way, the flexibility and variety of the planning mode of the second target sub-route is enhanced because the start point and the end point of the second target sub-route do not match the start point and the end point of the first target sub-route.
In addition, the second target sub-route may include a first sub-route corresponding to a train or an airplane and a second sub-route corresponding to a walking or bus, or the second target sub-route may include a first sub-route corresponding to a train or an airplane and a third sub-route corresponding to a taxi, a net appointment car, or a self-driving car.
For example, as an alternative embodiment, the second target sub-route may include a second sub-route (a sub-route corresponding to bus or walking) from the a stop to the B stop, and a first sub-route (i.e., a sub-route corresponding to airplane or train) from the B stop to the B city; as another alternative, the second target sub-route may include a third sub-route (corresponding to a taxi, a net appointment car, or a self-driving car, etc.) from the a station to the B station, and a first sub-route (i.e., a sub-route corresponding to an airplane or a train) from the B station to the B city.
Optionally, the predicted arrival time of the third sub-route is: the third sub-route corresponds to the expected arrival time plus the outbound time period and/or the inbound time period followed by the corresponding time.
As an optional implementation manner, the predicted arrival time of the third sub-route is: the corresponding time after the arrival time is added with the departure time and the arrival time corresponding to the third sub-route; as another alternative, the predicted arrival time of the third sub-route is: the estimated arrival time corresponding to the third sub-route is added with the corresponding time after the departure time, and in the embodiment, after the departure of the third sub-route is finished, the switching can be finished without entering the station when the first target sub-route or the second target sub-route is switched; as another alternative, the predicted arrival time of the third sub-route is: it should be noted that, in this embodiment, the third sub-route may be switched with the first target sub-route or the second target sub-route without going out, for example: the train number of different shifts of different platforms in the same station, but the time spent on moving from the platform of the third sub-route to the platform corresponding to the first target sub-route or the second target sub-route at this time can be referred to as the station-entering time.
The outbound time length in this embodiment refers to the outbound time length corresponding to the third sub-route, for example: if the mode corresponding to the third sub-route is an airplane, the outbound time length in the embodiment is the outbound time length of the airplane; if the mode corresponding to the third sub-route is a train, the outbound time length in this embodiment is the outbound time length of the train, and it should be noted that the outbound time length corresponding to the aircraft is generally longer than the outbound time length of the train.
The inbound time length in this embodiment refers to an inbound time length corresponding to the first target sub-route or the second target sub-route, for example: if the corresponding modes of the first target sub-route and the second target sub-route are both airplanes, the time length of entering the station in the embodiment is the time length of entering the station of the airplane; if the first target sub-route and the second target sub-route correspond to trains, the arrival time duration in the embodiment is the arrival time duration of the train, and it should be noted that the arrival time duration corresponding to the airplane is generally longer than the arrival time duration of the train.
The starting time of the first target sub-route may refer to a departure time of the first target sub-route corresponding to the transportation mode, and may not include the arrival time of the first target sub-route corresponding to the transportation mode.
Thus, since the predicted arrival time of the third sub-route is: and adding the outbound time length and/or the inbound time length to the expected arrival time length corresponding to the third sub-route, wherein the difference between the expected arrival time length of the third sub-route and the starting time length of the first target sub-route is greater than the preset threshold value, which means that the second target sub-route can be re-planned to shorten the waiting time length of the user so that the user can arrive at the final destination as soon as possible under the condition that the waiting time length before the first target sub-route is too long.
Referring to fig. 6, fig. 6 is a schematic structural diagram of an apparatus for planning a route of a multimodal transportation according to an embodiment of the present application, and as shown in fig. 6, the apparatus 600 for planning a route of a multimodal transportation includes:
a receiving module 601, configured to receive target information input by a user, where the target information includes a starting point, an ending point, and a starting time;
a determining module 602, configured to determine a target route according to target information, where the target route is a route with least time consumption in the routes determined according to the target information, and the target route includes a first sub-route corresponding to a train or an airplane, and a second sub-route corresponding to a walking or a bus;
the first replacing module 603 is configured to replace a second sub-route in the target route with a third sub-route to obtain a corrected target route, where a duration corresponding to the second sub-route is longer than a duration corresponding to the third sub-route, and a start point and an end point of the third sub-route are respectively matched with a start point and an end point of the second sub-route.
Optionally, the target route comprises at least two second sub-routes which are connected to each other, and referring to fig. 7, the first replacement module 603 comprises:
a combining submodule 6031, configured to combine at least two mutually connected second sub-routes to obtain a second sub-route segment;
a replacement submodule 6032, configured to replace the second sub-route segment with a third sub-route to obtain a corrected target route;
the starting point and the end point corresponding to the second sub-route segment are respectively matched with the starting point and the end point of the third sub-route, and the duration corresponding to the second sub-route segment is longer than the duration corresponding to the third sub-route.
Optionally, referring to fig. 8, the apparatus 600 for route planning of multimodal transportation further comprises:
a second replacing module 604, configured to replace the first target sub-route with the second target sub-route to obtain a modified target route when a difference between the predicted arrival time of the third sub-route and the start time of the first target sub-route is greater than a preset threshold;
wherein the first target sub-route is the first sub-route after the third sub-route.
Optionally, the predicted arrival time of the third sub-route is: the third sub-route corresponds to the expected arrival time plus the outbound time period and/or the inbound time period followed by the corresponding time.
The apparatus provided in this embodiment can implement each process implemented in the method embodiment shown in fig. 1, and can achieve the same beneficial effects, and is not described here again to avoid repetition.
According to an embodiment of the present application, an electronic device and a readable storage medium are also provided.
Fig. 9 is a block diagram of an electronic device of a method for route planning of multimodal transport according to an embodiment of the present application. Electronic devices are intended to represent various forms of digital computers, such as laptops, desktops, workstations, personal digital assistants, servers, blade servers, mainframes, and other appropriate computers. The electronic device may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions, are meant to be examples only, and are not meant to limit implementations of the present application that are described and/or claimed herein.
As shown in fig. 9, the electronic apparatus includes: one or more processors 901, memory 902, and interfaces for connecting the various components, including a high-speed interface and a low-speed interface. The various components are interconnected using different buses and may be mounted on a common motherboard or in other manners as desired. The processor may process instructions for execution within the electronic device, including instructions stored in or on the memory to display graphical information of a GUI on an external input/output apparatus (such as a display device coupled to the interface). In other embodiments, multiple processors and/or multiple buses may be used, along with multiple memories and multiple memories, as desired. Also, multiple electronic devices may be connected, with each device providing portions of the necessary operations (e.g., as a server array, a group of blade servers, or a multi-processor system). Fig. 9 illustrates an example of a processor 901.
The memory 902 may include a program storage area and a data storage area, wherein the program storage area may store an operating system, an application program required for at least one function; the storage data area may store data created according to use of the electronic device of the method of multimodal transportation route planning, and the like. Further, the memory 902 may include high speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, flash memory device, or other non-transitory solid state storage device. In some embodiments, the memory 902 optionally includes memory located remotely from the processor 901, which may be connected over a network to the electronic device of the method of multimodal transportation routing. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The electronic device of the method of multimodal transportation route planning may further comprise: an input device 903 and an output device 904. The processor 901, the memory 902, the input device 903 and the output device 904 may be connected by a bus or other means, and fig. 9 illustrates the connection by a bus as an example.
The input device 903 may receive input numeric or character information and generate key signal inputs related to user settings and function control of the electronic device of the method of route planning of multimodal transport, such as an input device of a touch screen, a keypad, a mouse, a track pad, a touch pad, a pointing stick, one or more mouse buttons, a track ball, a joystick, etc. The output devices 904 may include a display device, auxiliary lighting devices (e.g., LEDs), tactile feedback devices (e.g., vibrating motors), and the like. The display device may include, but is not limited to, a Liquid Crystal Display (LCD), a Light Emitting Diode (LED) display, and a plasma display. In some implementations, the display device can be a touch screen.
Various implementations of the systems and techniques described here can be realized in digital electronic circuitry, integrated circuitry, application specific ASICs (application specific integrated circuits), computer hardware, firmware, software, and/or combinations thereof. These various embodiments may include: implemented in one or more computer programs that are executable and/or interpretable on a programmable system including at least one programmable processor, which may be special or general purpose, receiving data and instructions from, and transmitting data and instructions to, a storage system, at least one input device, and at least one output device.
These computer programs (also known as programs, software applications, or code) include machine instructions for a programmable processor, and may be implemented using high-level procedural and/or object-oriented programming languages, and/or assembly/machine languages. As used herein, the terms "machine-readable medium" and "computer-readable medium" refer to any computer program product, apparatus, and/or device (e.g., magnetic discs, optical disks, memory, Programmable Logic Devices (PLDs)) used to provide machine instructions and/or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine-readable signal" refers to any signal used to provide machine instructions and/or data to a programmable processor.
To provide for interaction with a user, the systems and techniques described here can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and a pointing device (e.g., a mouse or a trackball) by which a user can provide input to the computer. Other kinds of devices may also be used to provide for interaction with a user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form, including acoustic, speech, or tactile input.
The systems and techniques described here can be implemented in a computing system that includes a back-end component (e.g., as a data server), or that includes a middleware component (e.g., an application server), or that includes a front-end component (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with an implementation of the systems and techniques described here), or any combination of such back-end, middleware, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: local Area Networks (LANs), Wide Area Networks (WANs), and the Internet.
The computer system may include clients and servers. A client and server are generally remote from each other and typically interact through a communication network. The relationship of client and server arises by virtue of computer programs running on the respective computers and having a client-server relationship to each other.
According to the technical scheme of the embodiment of the application, the second sub-route in the target route is replaced by the third sub-route to obtain the corrected target route, and the time length of the second sub-route is longer than that of the third sub-route, so that the time length consumed on the road in the corrected target route is shorter, and the user experience is improved.
It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present application may be executed in parallel, sequentially, or in different orders, and the present invention is not limited thereto as long as the desired results of the technical solutions disclosed in the present application can be achieved.
The above-described embodiments should not be construed as limiting the scope of the present application. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present application shall be included in the protection scope of the present application.
Claims (10)
1. A method of multimodal transportation routing, comprising:
receiving target information input by a user, wherein the target information comprises a starting point, an end point and a starting time;
determining a target route according to the target information, wherein the target route comprises a first sub-route corresponding to a train or an airplane and a second sub-route corresponding to a walking or a bus;
and replacing the second sub-route in the target route with a third sub-route to obtain a corrected target route, wherein the time length corresponding to the second sub-route is longer than the time length corresponding to the third sub-route, and the starting point and the end point of the third sub-route are respectively matched with the starting point and the end point of the second sub-route.
2. The method of claim 1, wherein the target route includes at least two mutually adjoining second sub-routes, and the replacing the second sub-routes in the target route with third sub-routes to obtain a revised target route includes:
combining the at least two second sub-routes which are mutually connected to obtain a second sub-route section;
replacing the second sub-route segment with a third sub-route to obtain a corrected target route;
and the starting point and the end point corresponding to the second sub-route segment are respectively matched with the starting point and the end point of the third sub-route, and the time length corresponding to the second sub-route segment is longer than the time length corresponding to the third sub-route.
3. The method of claim 1 or 2, further comprising:
under the condition that the difference value between the predicted arrival time of the third sub-route and the starting time of the first target sub-route is larger than a preset threshold value, replacing the first target sub-route with a second target sub-route to obtain a corrected target route;
wherein the first target sub-route is a first sub-route subsequent to the third sub-route.
4. The method of claim 3, wherein the predicted arrival time of the third sub-route is: and adding the outbound time length and/or the inbound time length to the expected arrival time corresponding to the third sub-route.
5. An apparatus for multi-modal intermodal route planning, comprising:
the system comprises a receiving module, a sending module and a processing module, wherein the receiving module is used for receiving target information input by a user, and the target information comprises a starting point, an end point and a starting time;
the determining module is used for determining a target route according to the target information, wherein the target route comprises a first sub-route corresponding to a train or an airplane and a second sub-route corresponding to a walking or a bus;
the first replacing module is used for replacing the second sub-route in the target route with a third sub-route to obtain a corrected target route, wherein the time length corresponding to the second sub-route is longer than the time length corresponding to the third sub-route, and the starting point and the end point of the third sub-route are respectively matched with the starting point and the end point of the second sub-route.
6. The apparatus of claim 5, wherein the target route comprises at least two second sub-routes that are joined to each other, the first replacement module comprising:
the combining submodule is used for combining the at least two mutually connected second sub-routes to obtain a second sub-route section;
the replacing submodule is used for replacing the second sub-route segment with a third sub-route to obtain a corrected target route;
and the starting point and the end point corresponding to the second sub-route segment are respectively matched with the starting point and the end point of the third sub-route, and the time length corresponding to the second sub-route segment is longer than the time length corresponding to the third sub-route.
7. The apparatus of claim 5 or 6, further comprising:
the second replacement module is used for replacing the first target sub-route with a second target sub-route under the condition that the difference value between the predicted arrival time of the third sub-route and the starting time of the first target sub-route is larger than a preset threshold value so as to obtain a corrected target route;
wherein the first target sub-route is a first sub-route subsequent to the third sub-route.
8. The apparatus of claim 7, the predicted arrival time of the third sub-route being: and adding the outbound time length and/or the inbound time length to the expected arrival time corresponding to the third sub-route.
9. An electronic device, comprising:
at least one processor; and
a memory communicatively coupled to the at least one processor; wherein,
the memory stores instructions executable by the at least one processor to enable the at least one processor to perform the method of any one of claims 1-4.
10. A non-transitory computer readable storage medium having stored thereon computer instructions for causing the computer to perform the method of any one of claims 1-4.
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