CN111932926B - Method and system for calculating station stop time - Google Patents

Method and system for calculating station stop time Download PDF

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CN111932926B
CN111932926B CN202010998269.9A CN202010998269A CN111932926B CN 111932926 B CN111932926 B CN 111932926B CN 202010998269 A CN202010998269 A CN 202010998269A CN 111932926 B CN111932926 B CN 111932926B
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station
shift
index
site
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CN111932926A (en
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薛博
张彤
李宇飞
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Shenzhen Urban Traffic Planning And Design Institute Co ltd
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Shenzhen Urban Traffic Planning And Design Institute Co ltd
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    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams

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Abstract

The embodiment of the invention discloses a method and a system for calculating station stop time, wherein the method comprises the following steps: step 1: traversing the vehicle positioning track for the station, identifying effective shifts, and preliminarily determining the range of the GPS index of each shift; step 2: adjusting the starting and ending GPS indices for each shift; and step 3: recalculating the GPS index corresponding to each site; and 4, step 4: determining a valid GPS index for each site; and 5: calculating the stop time of the station; step 6: the docking time of stations without valid GPS indices is calculated. The invention greatly improves the accuracy of calculating the stop time of the bus stop through the vehicle position data and the line stop data, thereby improving the accuracy of OD calculation and promoting the implementation of intelligent buses.

Description

Method and system for calculating station stop time
Technical Field
The invention relates to the technical field of intelligent buses, in particular to a method and a system for calculating stop time.
Background
Mastering the bus trip OD (i.e. the getting-on station (Origin) and the getting-off station (Destination) of passengers taking the bus trip) is the basis of the urban intelligent bus. The traditional mode of obtaining public transit trip OD is through artifical questionnaire, and is wasted time and energy and inaccurate. After the electronic payment and the vehicle positioning data are popularized, the method of calculating the bus trip OD through the bus positioning, the line station data and the electronic payment data attracts the attention of many researchers.
The current method is based on the idea that the time of a bus stopping station is calculated according to the bus positioning and the line station data, and then the getting-on electronic payment details of each station are calculated according to the electronic payment time of the bus. For the line of the card swiping (electronic payment) of the getting-off, the getting-off payment details of each station are calculated according to the electronic payment time on the basis of calculating the station time of the vehicle parking. And for the lines of the get-off station which do not need to be swiped, calculating the get-off details of each station in a travel chain mode.
It can be seen that the calculation of the vehicle stop time is very important. The mainstream method is to traverse a vehicle positioning track point (such as a GPS or a beidou, which will be described by taking the GPS as an example later), take the time when the vehicle track passes through a station as the stop time of the station, thereby obtaining a stop sequence, and then calculate the stop time of each shift and each shift according to the sequence.
The problem of the existing method is mainly poor fault tolerance.
The actual situation is that the vehicle positioning data is often drifted or lost due to weather, buildings, equipment and the like; line site data can also be skewed by being updated in a non-timely manner. This can lead to a situation where the resulting station stop times are subject to large deviations.
One common obvious error is out-of-order: i.e. the vehicle passes the station with serial number 8 first and then the station with serial number 6 again, it is clear that at least one is wrong. And it is not easy to know which is the wrong one. For example, the sequence of stations that pass is 1,2,3, 8,9, 4, 5, 6.
For the problem of disorder, the main practice is to determine that the stop times of two stations are both invalid when the stop times of the two stations are out of order, and then calculate the stop times of the stations determined to be invalid before through the stop times of the "valid" stations, for example, by using the distance between the stations and the predicted running speed. For the example given above, it is likely that the passing stations are truncated to 1, 4, 5, 6.
The mainstream method is simple to implement but not optimized enough, so that mistaken deletion is easy to occur, and the stop time which is originally effective is judged to be invalid. In addition, the mainstream practice determines the shift according to the station stop sequence, which is also prone to errors when the head station and the tail station fail to stop effectively or the effective stations do not fully stop and the uplink or downlink shift (instead of the uplink and downlink shift) continues to appear.
According to the method, the 'possible error' docking station information is not deleted, the 'ordered maximum docking station sequence' is used as effective docking station information on the basis of firstly determining the shift information, and the weighted average of corresponding time of adjacent GPS points is used as station docking time, so that the fault tolerance of the algorithm and the accuracy of station docking time calculation can be greatly improved.
Disclosure of Invention
The technical problem to be solved by the embodiments of the present invention is to provide a method and a system for calculating station stop time, so as to improve the accuracy of calculating the station stop time by using a vehicle position track and route station data, thereby improving the accuracy of calculating the bus travel OD and promoting the implementation of intelligent buses.
In order to solve the above technical problem, an embodiment of the present invention provides a method for calculating a station stop time, including:
step 1: traversing a vehicle positioning track of a station according to the vehicle positioning data and the route station data, identifying effective shifts, and preliminarily determining the range of the GPS index of each shift, wherein the uplink and the downlink are calculated separately;
step 2: sorting the identified shifts by starting GPS index, and adjusting the starting and ending GPS index of each shift;
and step 3: recalculating the GPS index corresponding to each station within the range of the GPS track points for each shift to obtain a GPS point location index sequence corresponding to each station of each shift;
and 4, step 4: determining effective GPS indexes of each site from the GPS point index sequence by adopting a maximum non-decreasing subsequence method;
and 5: carrying out weighted average on the time of the GPS point location near the effective GPS index of the station to obtain the stop time of the station;
step 6: the stop time for stations without valid GPS indexing is calculated using the inter-station distance/predicted travel speed.
Correspondingly, an embodiment of the present invention further provides a station stop time calculation system, including:
module 1: traversing a vehicle positioning track of a station according to the vehicle positioning data and the route station data, identifying effective shifts, and preliminarily determining the range of the GPS index of each shift, wherein the uplink and the downlink are calculated separately;
and (3) module 2: sorting the identified shifts by starting GPS index, and adjusting the starting and ending GPS index of each shift;
and a module 3: recalculating the GPS index corresponding to each station within the range of the GPS track points for each shift to obtain a GPS point location index sequence corresponding to each station of each shift;
and (4) module: determining effective GPS indexes of each site from the GPS point index sequence by adopting a maximum non-decreasing subsequence method;
and a module 5: carrying out weighted average on the time of the GPS point location near the effective GPS index of the station to obtain the stop time of the station;
and a module 6: the stop time for stations without valid GPS indexing is calculated using the inter-station distance/predicted travel speed.
The invention has the beneficial effects that: firstly, preliminarily determining a GPS index range of a vehicle operation shift according to vehicle positioning data and line station data; secondly, recalculating the GPS index corresponding to each station in the shift index range for each shift, and taking the ordered maximum stop station sequence as an effective station index; weighted average is carried out on the time corresponding to the GPS point close to the effective GPS index of the station, and the stop time of the station is obtained; and finally, the stop time of the invalid GPS index is calculated by using the stop time of the valid GPS index, so that the accuracy of calculating the stop time through the vehicle position data and the line stop data is greatly improved, the accuracy of OD calculation is improved, and the implementation of the intelligent bus is promoted.
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Fig. 1 is a flowchart of a station stop time calculation method according to an embodiment of the present invention.
FIG. 2 is a schematic diagram of a GPS point location near a site-efficient GPS index of an embodiment of the present invention.
Fig. 3 is a schematic structural diagram of a station stop time calculation system according to an embodiment of the present invention.
Detailed Description
It should be noted that the embodiments and features of the embodiments in the present application can be combined with each other without conflict, and the present invention is further described in detail with reference to the drawings and specific embodiments.
If directional indications (such as up, down, left, right, front, and rear … …) are provided in the embodiment of the present invention, the directional indications are only used to explain the relative position relationship between the components, the movement, etc. in a specific posture (as shown in the drawing), and if the specific posture is changed, the directional indications are changed accordingly.
In addition, the descriptions related to "first", "second", etc. in the present invention are only used for descriptive purposes and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature.
Referring to fig. 1, the method for calculating the station parking time according to the embodiment of the present invention includes steps 1 to 6.
Step 1: and traversing the vehicle positioning track of the station according to the vehicle positioning data and the route station data, identifying effective shifts, and preliminarily determining the range of the GPS index of each shift, wherein the uplink and the downlink are calculated separately.
Since the purpose of the calculations here is to obtain accurate station stop times, the number of stations that can be matched is the primary basis for determining the shift.
The method is to traverse the vehicle GPS track point, see whether to pass through the station, and determine a shift when passing through a certain proportion (such as 60%) of stations. The GPS track points can be preprocessed, and if points which are not in a certain line range are removed, buffer buffering processing is performed. The preprocessed GPS track points are referred to as GPS (1), GPS (2),.. times, GPS (k),. times, and GPS (N), where N is the total number of GPS points and is also the maximum index.
The definition of the GPS track passing through the station is that the distance between the GPS track and the station is within a certain threshold (e.g. 50 meters) and the direction of the GPS track is close to the driving direction of the road where the station is located (e.g. not more than 45 °).
And (3) respectively calculating the uplink and the downlink of the line, namely searching all uplink shifts firstly and then all downlink shifts, wherein the searching result is the initial index and the ending index of the GPS points of the effective shifts.
A shift may be determined if a certain percentage (e.g., 60%) of the GPS-passing stations are "accumulated" during the search process and the station numbers are in ascending order. For example, there are 10 stations in the uplink, using [1,2]And (4) showing.Calculating and finding that vehicle GPS passes through stations [2,3,5,6,7,8 ]]An uplink shift is considered to be identified. Record the GPS index of the shift k1 passing through site 2
Figure GDA0002844042050000041
And GPS indexing through site 8
Figure GDA0002844042050000042
Continue searching for upstream shift, if found, pass through the station [1,2,3,5,6,7 ]]An uplink shift is identified. Record the GPS index of the shift k2 passing through site 1
Figure GDA0002844042050000043
And GPS indexing through site 7
Figure GDA0002844042050000044
If the station passing through is found to be [8,9,10,1,2,3 ]]It cannot be identified as a shift because the site number is not incremented.
As an embodiment, here the index of the GPS track through the stations is calculated by:
searching a next GPS point GPS (j) by setting i to 1, so that a linear distance between GPS (i) and GPS (j) reaches a preset value, for example, 50 meters;
checking whether the line segment from GPS (i) to GPS (j) passes through the site; and if the GPS index of the station passes, the GPS index of the station is i, otherwise, the GPS index of the next station is determined by making i equal to i + 1. For example, let i equal to 1, search for the next GPS point, i.e. start to check the GPS point from i equal to 2, see whether GPS (2) and GPS (1) reach 50 meters, if not, continue to find the next GPS (3), until found, like GPS (j), see whether the connection line connecting GPS (1) and GPS (j) passes through the station.
Step 2: the identified shifts are sorted by the starting GPS index and the starting and ending GPS indices for each shift are adjusted.
As an embodiment, the starting GPS index of the shift is defined as the first valid GPS index of the stations of the shift based on step 1, and is recorded as
Figure GDA0002844042050000051
Defining the ending GPS index of the shift as the last effective GPS index of the stations of the shift, and recording the last effective GPS index as the GPS index of the station
Figure GDA0002844042050000052
Where k is the shift number, k is 1, 2.., n; pressing the identified shift
Figure GDA0002844042050000053
And (6) sorting. For most vehicles, the sequence will be followed by the alternate up and down situations.
Then, the starting GPS index of the shift is adjusted according to the following steps
Figure GDA0002844042050000054
And terminate GPS indexing
Figure GDA0002844042050000055
(1) For the first shift, if site 1 is not included, the start GPS for that shift is indexed
Figure GDA0002844042050000056
Adjusting to 1;
(2) for the last shift, if the last site is not included, the ending GPS of the shift is indexed
Figure GDA0002844042050000057
Adjusting the position of the GPS point to N, wherein N is the number of the GPS point;
(3) for the middle shift, the process was performed in the following order:
(ii) if a shift k contains site 1, then
Figure GDA0002844042050000058
② if a certain shift k contains the last site, then
Figure GDA0002844042050000059
③ otherwise, then
Figure GDA00028440420500000510
And is
Figure GDA00028440420500000511
According to the embodiment of the invention, a shift is searched for the uplink and the downlink independently through site matching, and the initial and ending GPS index ranges corresponding to the shift are obtained preliminarily; then, the uplink and the downlink are arranged together according to the initial GPS indexes (time sequence), the GPS index range of each shift is adjusted, and the fault tolerance and the accuracy are improved.
And step 3: and recalculating the GPS index corresponding to each station in the GPS track point range for each shift to obtain the GPS point location index sequence corresponding to each station in each shift.
And for each shift, traversing the GPS track by using the sites, and finding the index of the GPS point corresponding to each site. Here, "correspond" means that the GPS track passes through the station, and if not, the GPS index of the station is set to-1. See step 1 for the calculation of "correspondence".
As an embodiment, for shift k, the start and stop points of the GPS track are indexed by
Figure GDA00028440420500000512
And
Figure GDA00028440420500000513
the GPS point index corresponding to each station is found within this range. Note that the site serial number is 1,2zThe GPS index corresponding to site z. Wherein Z is 1,2, and Z is the number of stations. Gz∈[1,N]N is the number of GPS point locations, and the sequence G is indexed from the GPS point locationszFinding out the largest non-reduced subsequence, wherein the GPS index in the non-reduced subsequence is the effective GPS index of the corresponding site, and the rest are the ineffective GPS indexes.
And 4, step 4: and determining the effective GPS index of each station from the GPS point index sequence by adopting a maximum non-decreasing subsequence method.
Note [ G ]1,G2,...,GZ]And indexing a sequence for the corresponding GPS point location of each station in a certain shift. Ideally G1≤G2≤…≤Gz. As previously mentioned, this is often not the case. This step is to find the largest sequence number non-decreasing subsequence from the sequence. The GPS index corresponding to the station in the maximal sequence number non-decreasing subsequence is an effective index, other stations do not have effective corresponding GPS indexes, and the corresponding GPS index is set to be-1, namely, the GPS index does not correspond to the station.
For example, the GPS position index of 10 stations uplink on a certain line calculated in step 3 is [10,21,35,48,127, -1, -1,89,101,120 ]. It can be seen that the largest non-decreasing subsequence is [10,21,35,48, 89,101,120], corresponding to 7 sites for sites 1,2,3, 4, 8,9, 10. Then, the GPS indexes corresponding to the 7 stations are considered to be valid, and the rest positions are all-1, that is: [10,21,35,48, -1, -1, -1,89,101,120].
There is a mature method for finding the largest non-decreasing subsequence from a non-ordered integer sequence, which is not described herein.
And 5: and carrying out weighted average on the time of the GPS point location near the effective GPS index of the station to obtain the stop time of the station.
And 4, on the basis of the step 4, carrying out weighted average on the time of the GPS point position which is near the effective index of the station and is close to the station to obtain the stop time of the station. As shown in fig. 2, assume that for a shift, the effective GPS index of a site (represented by a triangle) is i +1, but there are a total of r sites near GPS (i +1) that are closer to the site: GPS (i), GPS (i +1), GPS (i +2), GPS (i + r-1). The time of the r GPS points is t1,t2,......,trAnd the distances between the r GPS track points and the station are d respectively1,d2,...,dr。
The stop time for the station is then calculated as follows:
Figure GDA0002844042050000061
wherein
Figure GDA0002844042050000062
I.e., the dwell time is a weighted average of the "nearby" GPS point times, with the closer the distance, the greater the weight.
Step 6: the stop time for stations without valid GPS indexing is calculated using the inter-station distance/predicted travel speed.
On the basis of step 5, the stopping time of stations without effective GPS index is estimated by using the distance between stations/predicted running speed.
Assume that site z and site z + e correspond and that the docking times are tzAnd tz+e(ii) a The sites between site z and site z + e do not correspond. The distance between station z and station z +1 is dze+1Distance between station z +1 and station z +2 is dze+2And by analogy, calculating the stop time of the station z +1, z + 2.
Figure GDA0002844042050000071
Wherein l 1, 2., e-1; dz, dzz+uRepresenting the distance between station z + u and station z + u-1.
I.e. assuming that the vehicle is travelling at a constant speed between station z and station z + e.
For the case where there is no correspondence at the head station: suppose that the z-th station is the station corresponding to the first effective point and the docking time is tzAnd then, the estimated time of the first station at the stop is as follows:
Figure GDA0002844042050000072
where v is the predicted average operating speed between the first station and the z-th station, dzzIs the distance between station z and station z-1.
Referring to fig. 3, the system for calculating station stopping time according to the embodiment of the present invention includes modules 1 to 6.
Module 1: traversing a vehicle positioning track of a station according to the vehicle positioning data and the route station data, identifying effective shifts, and preliminarily determining the range of the GPS index of each shift, wherein the uplink and the downlink are calculated separately;
and (3) module 2: sorting the identified shifts by their starting GPS indices and adjusting the starting and ending GPS indices for each shift;
and a module 3: recalculating the GPS index corresponding to each station within the range of the GPS track points for each shift to obtain a GPS point location index sequence corresponding to each station of each shift;
and (4) module: determining effective GPS indexes of each site from the GPS point index sequence by adopting a maximum non-decreasing subsequence method;
and a module 5: carrying out weighted average on the time of the GPS point location near the effective GPS index of the station to obtain the stop time of the station;
and a module 6: the stop time for stations without valid GPS indexing is calculated using the inter-station distance/predicted travel speed.
In module 1, as an embodiment, the GPS index of the station GPS (i) is determined according to the following method:
searching a next GPS point GPS (j) by making i equal to 1, so that the linear distance between the GPS (i) and the GPS (j) reaches a preset value;
checking whether the line segment from GPS (i) to GPS (j) passes through the site; and if the GPS index of the station passes, the GPS index of the station is i, otherwise, the GPS index of the next station is determined by making i equal to i + 1.
As an embodiment, in the module 2,
defining the starting GPS index of the shift as the first valid GPS index of the stations of the shift, and recording the index
Figure GDA0002844042050000081
Defining the ending GPS index of the shift as the last effective GPS index of the stations of the shift, and recording the last effective GPS index as the GPS index of the station
Figure GDA0002844042050000082
Where k is the shift number, k is 1, 2.., n; pressing the identified shift
Figure GDA0002844042050000083
Sorting;
then adjusting the starting GPS index of the shift according to the following steps
Figure GDA0002844042050000084
And terminate GPS indexing
Figure GDA0002844042050000085
(1) For the first shift, if site 1 is not included, the start GPS for that shift is indexed
Figure GDA0002844042050000086
Adjusting to 1;
(2) for the last shift, if the last site is not included, the ending GPS of the shift is indexed
Figure GDA0002844042050000087
Adjusting the position of the GPS point to N, wherein N is the number of the GPS point;
(3) for the middle shift, the process was performed in the following order:
(ii) if a shift k contains site 1, then
Figure GDA0002844042050000088
② if a certain shift k contains the last site, then
Figure GDA0002844042050000089
③ otherwise, then
Figure GDA00028440420500000810
And is
Figure GDA00028440420500000811
As an embodiment, in the module 3,
for shift k, at its start GPS index
Figure GDA00028440420500000812
And terminate GPS indexing
Figure GDA00028440420500000813
Finding the corresponding GPS point index of each station in the range of (1); note that the site serial number is 1,2zA GPS index corresponding to a station Z, wherein Z is 1,2, and Z is the number of stations; gz∈[1,N]N is the number of GPS point locations, and the sequence G is indexed from the GPS point locationszFinding out the largest non-reduced subsequence, wherein the GPS index in the non-reduced subsequence is the effective GPS index of the corresponding site, and the rest are the ineffective GPS indexes.
In block 5, as an embodiment, the station stop time is calculated by the following formula:
Figure GDA00028440420500000814
wherein
Figure GDA00028440420500000815
t1,t2,......,trRespectively indexing the time of r GPS points nearby the effective GPS of the station; d1,d2,...,drThe distances from the r GPS points to the station are respectively; w is apA weight for each GPS point time in the vicinity, p ═ 1, 2.., r; d is the sum of the distances from the nearby r GPS points to the station.
In module 6, as an embodiment, the following steps are used to calculate the stop time of the station without valid GPS index:
assume that site z and site z + e correspond and that the docking times are tzAnd tz+e(ii) a Sites between site z and site z + e do not correspond; the distance between station z and station z +1 is dze+1Distance between station z +1 and station z +2 is dze+2And so on, dz10; then, the stop time of the station z +1, z +2, and z + e-1 is calculated as follows:
Figure GDA0002844042050000091
wherein l 1, 2. Dz, dzz+uRepresenting the distance between station z + u and station z + u-1.
As an implementation sideAnd if the first station does not correspond to the first station, the method comprises the following steps: suppose that the z-th station is the station corresponding to the first effective point and the docking time is tzAnd then, the estimated time of the first station at the stop is as follows:
Figure GDA0002844042050000092
v is the predicted average speed of operation between the first station and the z-th station, dzzIs the distance between station z and station z-1.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the invention, the scope of which is defined in the appended claims and their equivalents.

Claims (8)

1. A method for calculating station stop time is characterized by comprising the following steps:
step 1: traversing a vehicle positioning track of a station according to the vehicle positioning data and the route station data, identifying effective shifts, and preliminarily determining the range of the GPS index of each shift, wherein the uplink and the downlink are calculated separately;
step 2: sorting the identified shifts by starting GPS index, and adjusting the starting and ending GPS index of each shift;
and step 3: recalculating the GPS index corresponding to each station within the range of the GPS track points for each shift to obtain a GPS point location index sequence corresponding to each station of each shift;
and 4, step 4: determining effective GPS indexes of each site from the GPS point index sequence by adopting a maximum non-decreasing subsequence method;
and 5: carrying out weighted average on the time of the GPS point location near the effective GPS index of the station to obtain the stop time of the station;
step 6: calculating the stop time of the station without effective GPS index by using the distance between stations/predicted driving speed;
in step 2, defining the starting GPS index of the shift as the first effective GPS index of the sites of the shift, and recording the index as the first effective GPS index of the sites of the shift
Figure FDA0002844042040000011
Defining the ending GPS index of the shift as the last effective GPS index of the stations of the shift, and recording the last effective GPS index as the GPS index of the station
Figure FDA0002844042040000012
Where k is the shift number, k is 1, 2.., n; pressing the identified shift
Figure FDA0002844042040000013
Sorting;
then, the starting GPS index of the shift is adjusted according to the following steps
Figure FDA0002844042040000014
And ending GPS index of shift
Figure FDA0002844042040000015
(1) For the first shift, if site 1 is not included, the start GPS for that shift is indexed
Figure FDA0002844042040000016
Adjusting to 1;
(2) for the last shift, if the last site is not included, the ending GPS of the shift is indexed
Figure FDA0002844042040000017
Adjusting the position of the GPS point to N, wherein N is the number of the GPS point;
(3) for the middle shift, the process was performed in the following order:
(ii) if a shift k contains site 1, then
Figure FDA0002844042040000018
② if a certain shift k contains the last site, then
Figure FDA0002844042040000019
③ otherwise, then
Figure FDA00028440420400000110
And is
Figure FDA00028440420400000111
In step 3, for shift k, the GPS index is started at the start
Figure FDA00028440420400000112
And terminate GPS indexing
Figure FDA00028440420400000113
Finding the corresponding GPS point index of each station in the range of (1); note that the site serial number is 1,2zA GPS index corresponding to a station Z, wherein Z is 1,2, and Z is the number of stations; gz∈[1,N]N is the number of GPS point locations, and the sequence G is indexed from the GPS point locationszFinding out the largest non-reduced subsequence, wherein the GPS index in the non-reduced subsequence is the effective GPS index of the corresponding site, and the rest are the ineffective GPS indexes.
2. The station stop time calculation method according to claim 1, wherein in step 5, the stop time of the station is calculated using the following formula:
Figure FDA0002844042040000021
wherein
Figure FDA0002844042040000022
t1,t2,......,trRespectively indexing the time of r GPS points nearby the effective GPS of the station; d1,d2,...,drThe distances from the r GPS points to the station are respectively; w is apA weight for each GPS point time in the vicinity, p ═ 1, 2.., r; d is the same asThe sum of the distances of the close r GPS points to the station.
3. The station dwell time calculation method of claim 2, wherein in step 6, the dwell time of a station without a valid GPS index is calculated by the following steps:
assume that site z and site z + e correspond and that the docking times are tzAnd tz+e(ii) a Sites between site z and site z + e do not correspond; the distance between station z and station z +1 is dze+1Distance between station z +1 and station z +2 is dze+2And by analogy, calculating the stop time of the station z +1, z + 2.
Figure FDA0002844042040000023
Wherein l 1, 2., e-1, dzz+uRepresenting the distance between station z + u and station z + u-1.
4. The method according to claim 3, wherein if the first station does not correspond to the first station: suppose that the z-th station is the station corresponding to the first effective point and the docking time is tzAnd then, the estimated time of the first station at the stop is as follows:
Figure FDA0002844042040000024
v is the predicted average speed of operation between the first station and the z-th station, dzzIs the distance between station z and station z-1.
5. A site dwell time calculation system, comprising:
module 1: traversing a vehicle positioning track of a station according to the vehicle positioning data and the route station data, identifying effective shifts, and preliminarily determining the range of the GPS index of each shift, wherein the uplink and the downlink are calculated separately;
and (3) module 2: sorting the identified shifts by starting GPS index, and adjusting the starting and ending GPS of each shift;
and a module 3: recalculating the GPS index corresponding to each station within the range of the GPS track points for each shift to obtain a GPS point location index sequence corresponding to each station of each shift;
and (4) module: determining effective GPS indexes of each site from the GPS point index sequence by adopting a maximum non-decreasing subsequence method;
and a module 5: carrying out weighted average on the time of the GPS point location near the effective GPS index of the station to obtain the stop time of the station;
and a module 6: calculating the stop time of the station without effective GPS index by using the distance between stations/predicted driving speed;
in module 2, the starting GPS index of the shift is defined as the GPS index of the first valid station in the stations of the shift, and is recorded as the GPS index of the first valid station in the stations of the shift
Figure FDA0002844042040000031
Defining the ending GPS index of the shift as the last effective GPS index of the stations of the shift, and recording the last effective GPS index as the GPS index of the station
Figure FDA0002844042040000032
Where k is the shift number, k is 1, 2.., n; pressing the identified shift
Figure FDA0002844042040000033
Sorting;
then, the starting GPS index of the shift is adjusted according to the following steps
Figure FDA0002844042040000034
And ending GPS index of shift
Figure FDA0002844042040000035
(1) For the first shift, if site 1 is not included, the GPS start index for that shift is indexed
Figure FDA0002844042040000036
Adjusting to 1;
(2) for the last shift, if the last site is not included, the GPS termination index for that shift is indexed
Figure FDA0002844042040000037
Adjusting the position of the GPS point to N, wherein N is the number of the GPS point;
(3) for the middle shift, the process was performed in the following order:
(ii) if a shift k contains site 1, then
Figure FDA0002844042040000038
② if a certain shift k contains the last site, then
Figure FDA0002844042040000039
③ otherwise, then
Figure FDA00028440420400000310
And is
Figure FDA00028440420400000311
In Block 3, for shift k, GPS indexing is started at
Figure FDA00028440420400000312
And terminate GPS indexing
Figure FDA00028440420400000313
Finding the corresponding GPS point index of each station in the range of (1); note that the site serial number is 1,2zA GPS index corresponding to a station Z, wherein Z is 1,2, and Z is the number of stations; gz∈[1,N]N is the number of GPS point locations, and the sequence G is indexed from the GPS point locationszFinding out the largest non-reduced subsequence, wherein the GPS index in the non-reduced subsequence is the effective GPS index of the corresponding site, and the rest are the ineffective GPS indexes.
6. The station stop time calculation system according to claim 5, wherein in the module 5, the stop time of the station is calculated by the following formula:
Figure FDA00028440420400000314
wherein
Figure FDA00028440420400000315
t1,t2,......,trRespectively indexing the time of r GPS points nearby the effective GPS of the station; d1,d2,...,drThe distances from the r GPS points to the station are respectively; w is apA weight for each GPS point time in the vicinity, p ═ 1, 2.., r; d is the sum of the distances from the nearby r GPS points to the station.
7. The station dwell time calculation system of claim 6, wherein in module 6, the dwell times for stations without a valid GPS index are calculated by:
assume that site z and site z + e correspond and that the docking times are tzAnd tz+e(ii) a Sites between site z and site z + e do not correspond; the distance between station z and station z +1 is dze+1Distance between station z +1 and station z +2 is dze+2And calculating the stop time of the station z +1, z +2, and the like, wherein the stop time of the station z + e-1 is as follows:
Figure FDA0002844042040000041
wherein l 1, 2., e-1, dzz+uRepresenting the distance between station z + u and station z + u-1.
8. The site dwell time calculation system of claim 7, wherein if there is a condition where the head station does not correspond: suppose that the z-th station is the station corresponding to the first effective point and the docking time is tzAnd then, the estimated time of the first station at the stop is as follows:
Figure FDA0002844042040000042
v is the predicted average speed of operation between the first station and the z-th station, dzzIs the distance between station z and station z-1.
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