CN115691092B - Monitoring method, system and application aiming at running state of bus quantity index - Google Patents
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Abstract
The invention belongs to the technical field of bus operation data identification, and discloses a monitoring method, a monitoring system and application aiming at bus quantity index operation states. By means of a method for matching and calculating the track data of the whole buses and the road lists of buses, the method adopts a quantitative index mode to check all buses, so that the purpose of comprehensively supervising the bus operation conditions is achieved; the number index comprises: the actual departure shift completion rate, the peak interval completion rate and the first and last shift completion rate of the vehicle are respectively distinguished, and the bus track data after data processing is converted into actual shift and bus company road list data for matching and checking. The invention adopts big data technology, uses the matching calculation of the track data of the total buses and the road list (public transportation actual operation plan) of the public transportation company, and adopts the index assessment of batch, customization and refinement to the total buses, thereby achieving the purpose of monitoring the operation condition of the total buses accurately.
Description
Technical Field
The invention belongs to the technical field of bus operation data identification, and particularly relates to a monitoring method, a monitoring system and application aiming at bus quantity index operation states.
Background
The existing traffic system is busy every day, and can generate massive traffic data, and the traffic data are various in variety and huge in volume. Meanwhile, under the process of urban treatment, a large number of people are rushed into cities, and the selection of public transportation travel becomes an indispensable part of people's life. However, the urban traffic flow is large, the uneven personnel distribution easily causes lower public transportation operation efficiency, affects the normal life of citizens, and increases urban traffic pressure.
To solve the above problems, the prior art discloses chinese patent CN202011182840.6, publication date: 2021, 01 and 22 days discloses an intelligent bus management method for effectively improving bus operation efficiency, which comprises the following steps: acquiring big data of urban traffic, including real-time traffic data of traffic junctions; calculating the real-time personnel density of the traffic hub according to the real-time traffic data; determining whether the real-time personnel density is in an abnormal state, and determining a transportation junction corresponding to the real-time personnel density when the real-time personnel density is in the abnormal state; determining a bus route passing through the traffic hub according to the traffic hub, and determining a bus scheduling scheme according to the real-time personnel density and the bus route; and scheduling the bus route according to a bus scheduling scheme.
However, the technical defect is that the whole operation condition is represented by manually sampling a plurality of line operation conditions, and the method is time-consuming and labor-consuming and is very different from the actual bus operation efficiency condition, so that the bus industry operation management difficulty is high, the efficiency is low, the bus operation condition cannot be effectively monitored, and the development of the industry is unfavorable.
Through the above analysis, the problems and defects existing in the prior art are as follows:
(1) The prior art can not deal with complicated and changeable bus line operation adjustment conditions through a supervision layer, and from traditional direct supervision vehicle track data, each bus company line plan lacks unified maintenance, line overlapping is easy to cause in the same area, and the operation service plan of the line is not supervised before the operation condition of the vehicle is monitored, so that operation confusion of each company is easy to cause, and the operation cost is increased.
(2) The prior art does not make optimization and supplement for special situations of partial special lines and GPS source data of shifts, and can not effectively solve the problems of incomplete data caused by missing of vehicle track data and temporary rerouting or incorrect matching data caused by manually modifying a road list by narrowing the matching range of shifts and mapping matching of data.
(3) In the prior art, supervision is not carried out on the actual completion situation effect of a plurality of theoretical stations corresponding to each shift, and the supervision department is inconvenient to trace the records from the line to the shift to the stations.
Disclosure of Invention
In order to overcome the problems in the related art, the embodiment of the invention provides a method, a system and an application for monitoring the running state of a bus quantity index. In particular to a management method and system for supervising the operation efficiency of bus shifts.
The technical scheme is as follows: the monitoring method for the running state of the bus quantity index comprises the following steps:
s1, loading data; respectively loading vehicle track data of common buses and rapid buses, road sheet data of buses, a line information table, a vehicle line mapping table, a vehicle service plan and a line basic information table;
s2, acquiring date information of the current day; the information includes: workday information, holiday information, weekday information, and belonging time information;
s3, data preprocessing; carrying out standardization processing on the names, time formats and time spans of all the data line names;
s4, controlling the version of the association table; version control is carried out on the vehicle service plan and the line basic information table respectively;
s5, narrowing the shift matching range; when the vehicle track data is matched with the road list data of the public transport company, the data with the same name, the same direction and the same equipment number and a plurality of shifts are subjected to narrowing matching range by adopting departure time;
S6, data mapping matching; the method comprises the steps of obtaining equipment ID (identity) of a vehicle by matching road list of a public transport company with vehicle information, obtaining a road name of the vehicle by matching the road list of the public transport company with the vehicle information, and obtaining the equipment ID by matching the vehicle track data with the road information; matching the complete vehicle track data to the corresponding bus company road list by combining the matched information;
s7, screening new shift data; dividing uplink and downlink, dividing vehicle track data into areas, and recording the minimum station sequence outbound as head station data; recording the maximum station sequence point station entering as end station data; combining the first station data and the last station data to form new shift data through the same uplink and downlink identification, line name, equipment ID and shift number association matching;
s8, counting the conversion shifts; dividing the vehicle track data into track data sets of vehicles in different lines, distinguishing uplink and downlink, respectively counting the number of the actual stations passing by and the number of recording stations in a line basic information table, and comparing the number of the actual stations with the number of recording stations in the line basic information table;
s9, expanding the quasi-point rate time range; generating a time range for the scheduled departure time point, and advancing or delaying the departure time specified by the vehicle service plan;
s10, expanding a peak and flat peak interval completion rate time range; s4, finding out a corresponding version of the vehicle service plan, judging whether the check line is a non-timing line or not, if so, finding out a line information table to check the type of the check line, and delaying the corresponding non-timing line plan departure interval according to the specified tolerance time;
S11, calculating the quasi point rate of the first shift and the last shift of the shift; differentiating records corresponding to the maximum and minimum station sequences of the vehicle track by up and down screening, and calculating whether the record time corresponding to the maximum and minimum station sequences of the vehicle track is in the extended standard point rate time range or not, and counting the qualified number of the line groups;
s12, dividing the morning and evening peaks and the flat shifts; and calculating the completion rate of the peak and flat departure interval, and distinguishing the peak of the uplink, the downlink, the early and the late peak of each shift, and distinguishing the timing or non-timing of various conditions by each line.
In one embodiment, in step S3, in order to avoid association errors of different tables in naming all data line names, common lines uniformly intercept line numbers, section lines uniformly add sections, and special lines uniformly add special lines; all time formats are uniformly converted into yyyy-MM-dd HH: MM: ss format.
In step S4, the association table version control specifically includes the following steps:
marking a service plan of a bus line and a plan of a line information table, a line record effective date, an application date, whether pause, termination and auditing, checking by taking a day as a unit, and associating line information and the service plan of the line;
If the service plan of the bus route and the route information table have the route and the effective date range contains the check date, no pause exists in the date, no stop exists in the date, and the check is passed, the service plan of the version and the departure plan time point in the route information are selected, the departure plan interval is selected, and the actual vehicle track data is checked by the planned shift number stipulated information at the early and late, uplink and downlink and Gao Pingfeng moments.
In one embodiment, in step S6, the data map matching specifically includes the steps of:
when the vehicle track data is matched with the public transport company road list data, firstly, the basic state of the current vehicle in operation is obtained through a unique line id associated vehicle information table, and the corresponding line name and license plate number information of the line number map are found; if the line is temporarily changed or the line number is 0 and is empty, associating a vehicle equipment list, and obtaining basic information of the line name through equipment number mapping license plate numbers; and then under the same check date, the bus company road list is taken as a main table, and according to the same direction, the same license plate and the same operation company, a matching mechanism of the vehicle track time within a specified time range endows the bus company road list with corresponding vehicle track data.
In one embodiment, in step S8, the number of actual stations passing through is counted and compared with the number of recording stations in the line basic information table, and the method specifically includes the following steps:
dividing the screened shift data into track data sets by taking a branch company and a line name as units, dividing different shifts in one shift track data set into uplink and downlink, associating site information of a line information table according to position information in the track data of each shift, judging whether an error of an actual position of a vehicle from a site position is within a specified threshold range, judging that a running track of the actual position of the uplink and downlink running vehicle from the site position error is effective if the error is in accordance with the threshold, counting the effective track number of one shift, and dividing the number of line sites in the associated line information table to obtain the converted shift; the converted shift range for a shift is 0-1.0.
In one embodiment, in step S9, the departure time specified by the service plan is 30S earlier or 30S later;
in step S11, calculating the quasi point rate of the first shift and the last shift specifically includes the following steps:
dividing a shift track data set according to the step S8;
finding out a service plan and a line information table of a corresponding version according to the step S4;
Checking whether the line is stopped or not under the line information table, whether the line is applied for suspension or not in the service plan, and if suspension or stopping exists, avoiding calculating all shifts of the line;
checking whether the line has a temporary adjustment plan, if so, checking according to the first and last departure time of the temporary plan, and if not, checking according to the first and last departure time of the line information table;
checking whether the checking date belongs to the working day or not, and if the checking date is classified into the driving time according to the working day/the non-working day, the summer time/the winter time aiming at part of the lines, adjusting the checking time according to the vehicle service plan;
screening out the minimum and maximum station sequence outbound time according to the station sequence field in the vehicle track data, wherein the minimum and maximum station sequence outbound time respectively represents the departure time of the first station and the last station of the shift;
and checking according to the information of the version of the line information table, and if the station order is not 1 or the station order is not equal to the station number, adding the deviation value seq= (minimum/maximum station order-1/station number) to the current departure time and the average station order interval time of the shift.
In one embodiment, in step S12, dividing the early-late high/flat shift specifically includes the steps of:
dividing a shift track data set according to the step S8;
Finding out a service plan and a line information table of a corresponding version according to the step S4;
respectively calculating according to the service plan distinguishing timing or non-timing line;
the non-timing line uses the sequential departure time of the shift adjacent station, data after time descending is used for taking each time interval, the departure interval specified by the non-timing service plan associated with each time interval is compared, if the departure interval is smaller than the departure interval in the service plan, the departure interval is marked as a qualified interval, and the total number of the intervals is equal to the shift number-1;
the timing line is different from a conventional line, the departure time is started at a quasi point according to the departure point in the service plan, the concept of interval between shifts is not provided, and the departure interval of the timing line is checked to be the actual departure time of the= |the planned departure time.
In one embodiment, in the division of the early-late peak, flat shift at step S12, the formula is as follows:
peak departure interval= (number of minutes of upstream early peak period + minutes of downstream early peak period + minutes of upstream late peak period + minutes of downstream late peak period)/(number of peak schedule hours-1);
flat departure interval = (last shift up-shift first time + last shift down-shift first time) - (up-shift early peak period minute number + down-shift early peak period minute number + up-shift late peak period minute number + down-shift late peak period minute number)/(flat planning shift-1);
Operation shift completion rate= (actual operation shift number of the line on the day/planned shift of the line on the whole day) ×100%;
peak departure interval completion rate = (the number of actual departure intervals in the line current day peak time interval is not greater than a prescribed value/the number of actual departure intervals in the line current day peak time interval) ×100%;
timing rush hour departure interval completion rate= (rush hour departure qualified shift number/rush hour planning shift number) ×100%;
the departure interval completion rate in the off-peak period= (the number of actual departure intervals in the off-peak period on the same day of the line is not more than a prescribed value/the number of actual departure intervals in the off-peak period on the same day of the line) ×100%;
timing off-peak period departure interval completion rate= (off-peak period departure qualified shift number/off-peak period planned shift number) ×100%;
first and last shift positive point rate= (first and last shift positive point shift number of the line on the same day/first and last shift number of the line on the same day) ×100%.
Another object of the present invention is to provide a monitoring system for running state of bus number indicator for implementing the monitoring method for running state of bus number indicator, which is applied to a client, and the monitoring system for running state of bus number indicator includes:
The data acquisition and processing module is used for acquiring date information of the current day and respectively loading vehicle track data of common buses and rapid buses, bus company road list data, a line information table, a vehicle line mapping table, a vehicle service plan and a line basic information table; the naming, time format and cross-day shift time of all data line names are normalized;
the version control module is used for carrying out version control on the vehicle service plan and the line basic information table;
the data mapping matching module is used for narrowing the shift matching range, matching the road list of the public transport company with the road list information and the vehicle information, and matching the vehicle track data with the road information;
the statistic conversion shift module is used for screening new shift data, partitioning the vehicle track data into track data sets of vehicles in different lines, distinguishing uplink and downlink, and respectively counting the number of actual stations passing by and the number of recording stations in the line basic information table and comparing the actual station number with the number of recording stations in the line basic information table;
the quasi-point rate time generation module is used for generating a time range for a planned departure time point, and advancing or postponing departure time specified by a vehicle service plan;
the extended high/flat interval completion rate time range module is used for judging whether the check line is a non-timing line according to the vehicle service plan of the corresponding version, if so, finding out the type of the line information table to check the check line, and delaying the corresponding non-timing line planned departure interval according to the specified tolerance time;
The module is used for calculating the quasi-point rate of the first shift and the last shift of the shift, distinguishing records corresponding to the maximum and the minimum station sequences of the vehicle track screened out in the uplink and the downlink, and calculating whether the record time corresponding to the maximum and the minimum station sequences of the vehicle track falls in the extended quasi-point rate time range or not; counting the qualified number of the line groups;
and the early-late high/flat peak shift module is used for calculating the completion rate of the peak and flat peak departure interval, distinguishing the uplink and downlink early-late peaks and flat peaks of each shift, and distinguishing the timing or non-timing of various conditions of each line.
Another object of the present invention is to provide a computer device, where the computer device includes a memory and a processor, where the memory stores a computer program, and where the computer program when executed by the processor causes the processor to execute the method for monitoring the running state of the bus number indicator.
By combining all the technical schemes, the invention has the advantages and positive effects that:
first, in view of the problems in the prior art and the difficulty in solving the problems, the technical solution to be protected, the results and data in the research and development process, etc. of the present invention are closely combined, and the technical problems solved by the technical solution of the present invention are analyzed in detail, and some technical effects with creativity brought after the problems are solved are specifically described as follows: the invention adopts a big data technology, uses the matching calculation of the track data of the whole buses and the road list of buses, and adopts the index assessment of batch, customization and refinement for all the buses to achieve the purpose of monitoring the bus operation condition in a whole and accurate way.
Secondly, the technical proposal is regarded as a whole or from the perspective of products, and the technical proposal to be protected has the technical effects and advantages as follows:
the invention can lead the supervision layer to deal with complex and changeable bus line operation adjustment conditions by introducing the method for controlling the service plan and the line information table version, and change the traditional direct supervision vehicle track data into the operation service plan of the supervision line, the service plan controls the operation of the line, effectively leads the supervision layer to be integrated into the bus operation system, and the version control of the service plan and the line information table standardizes the situation that the line operation of each bus company is disordered and cannot be uniformly supervised through the middle layer, and simultaneously strengthens the power of the bus company for timely maintaining the latest state of the line information and the service plan. According to the invention, by narrowing the matching range of shifts and mapping matching of data, the problem that the data is incomplete due to the fact that the track data of the vehicle is missing and the route is temporarily changed or the matching data is incorrect due to the fact that the road list of a public transport company is manually changed is effectively solved; according to the invention, the bus operation shift is converted from the theoretical shift to the actual shift by counting the conversion shifts, so that the actual completion condition of a plurality of theoretical stations (station information of a line information table) corresponding to each shift is more truly seen; the 4 indexes of the bus supervision are calculated, the service conditions of the conventional bus and BRT (bus rapid transit) effective operation lines on all the same day are analyzed through total statistics, the actual operation condition of each line on each station or driving course is displayed in a multi-dimensional mode through analyzing the vehicle track data of each shift, the supervision department is more convenient to conduct comprehensive targeted management and assessment on the bus company, and the assessment content is convenient to conduct record tracing from the line to the shift to the station.
Thirdly, as inventive supplementary evidence of the claims of the present invention, it is also reflected in the following important aspects:
(1) According to the invention, through accurately calculating the operation condition of the line vehicle, the supervision layer can adopt a proper rewarding and punishing method for the bus company, the bus company can adjust the line aiming at the index result which does not accord with expectations, thereby supervising the driver to drive normally and improving the bus operation quality. The invention can completely solve the problems that the bus financial fund subsidies can be distributed to bus companies through the measurement and calculation of the quantity index, the bus financial fund subsidies have huge expenditure, the scientific measurement and calculation basis of fund distribution is always lacking, and whether the subsidies amount is reasonable or not is difficult to evaluate, and the invention can completely solve the problems, so that the measurement and calculation of the bus financial fund subsidies amount has scientific basis, and valuable financial fund can be efficiently, normally and economically used, thereby the invention can generate huge commercial value and obtain good social benefit.
(2) According to the invention, the management of the bus operation service quality in a manual spot check mode is changed into the digital management of the bus operation in a big data, accurate and customized mode, so that the technical blank in the field of bus industry management in China is filled, the industry management efficiency and the quality of the bus operation service are greatly improved, and financial funds are used in a standardized, efficient and economical manner.
(3) The invention solves the problem that no system standardized quantitative assessment exists when the supervision layer supervises the public transport company, and comprehensively plans the line service and standardizes the data resources.
(4) The invention overcomes the technical bias: in the past, the running state analysis and assessment of a bus are carried out by informatization and digitalization, and the defect is that whether the bus reaches a midway station is judged by vehicle track data, line data, service plan data and station, line and service plan changing problems are not considered, so that two problems are caused, 1, the analysis and assessment cannot be carried out on section vehicles, large-station express buses, temporary lines, customized shift lines, instruction tasks and other actual conditions, a large number of supervision blank zones are caused, a bus operation enterprise can possibly send out no subsidy for service shifts which are not completed due to the bus operation enterprise, normal subsidy is obtained by reporting the service shifts into temporary lines or other conditions, or the virtual shift of the bus operation enterprise is not excluded from being cheated, so that the effectiveness, accuracy, fairness and policy guiding effect issued by the government on the bus operation subsidy are possibly discounted, and great social loss is caused; 2. the bus running state cannot be checked in multiple dimensions, accuracy is reduced, comprehensiveness is lacked, and running conditions cannot be effectively monitored. The invention adds the version management module and the conversion shift module, increases the state assessment index of the first stop and the last stop and the departure interval, distinguishes the peak period and the flat period, improves the authenticity, the accuracy, the comprehensiveness and the comprehensiveness of index results, comprehensively, fully, completely, seamlessly and multi-dimensionally supervises the bus running, completely corresponds to the actual situation, completely covers the supervision range, does not leave gray zones for market bodies, ensures the effective execution of policies of the government on important civil basic industries of the public, utilizes the funds scientifically and accurately, is favorable for guiding the industry development, improves the safety and the timeliness of public travel, and finally improves the government public confidence.
Drawings
The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the disclosure and together with the description, serve to explain the principles of the disclosure.
FIG. 1 is a flow chart of a method for monitoring the running state of a bus quantity index according to an embodiment of the invention;
FIG. 2 is a timing line interval total division representation provided by an embodiment of the present invention;
FIG. 3 is a schematic diagram of a ranking table of quantitative indicator scoring situations provided by an embodiment of the present invention;
fig. 4 is a schematic diagram of a monitoring system for running states of bus quantity indexes according to an embodiment of the present invention;
in the figure: 1. a data acquisition and processing module; 2. a version control module; 3. a data mapping matching module; 4. a conversion shift counting module; 5. a quasi-point rate time generation module; 6. a module for expanding the high/flat peak interval completion rate time range; 7. the module is used for calculating the quasi point rate of the first shift and the last shift of the shift; 8. the early-late high/flat shift modules are partitioned.
Detailed Description
In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The invention may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit or scope of the invention, which is therefore not limited to the specific embodiments disclosed below.
The noun definition related in the monitoring method for the running state of the bus quantity index provided by the embodiment of the invention comprises the following steps:
vehicle trajectory data: vehicle arrival/departure data returned by the actual arrival of the vehicle at the transit station;
public transport company road list: an actual public transport company road list generated when a vehicle actually starts a shift comprises basic information (which can be adjusted manually) of the vehicle;
vehicle information table: a mapping table of basic vehicle information and route information;
service planning: a route operation plan (including a temporary adjustment plan for vehicles) applied and approved by each public transport company;
line information table: basic operation plan and basic information of the line after being checked by a bus supervision unit;
non-timing line: the departure shift takes the departure according to the rule that the operation time is spaced;
timing circuit: the departure shift takes the departure according to the specified departure time point.
1. Explanation of the examples:
example 1
The monitoring method for the running state of the bus quantity index provided by the embodiment of the invention comprises the following steps:
by means of a method for matching and calculating the track data of the whole buses and the road lists of buses, checking the quantity indexes of all buses, and achieving the purpose of comprehensively supervising the bus operation conditions; the method has the advantages that the method is accurate in relation to basic information such as routes of different versions and public transport company waybills of each bus, and accurate assessment of the shifts and the routes of the buses is guaranteed under a complex public transport operation network; the quantity index comprises: the actual departure shift completion rate, the peak interval completion rate and the first and last shift completion rate of the vehicle are distinguished, and the first and last shift, the uplink and downlink, and the early and late peaks are distinguished.
In the embodiment of the invention, taking the departure time and the ending time of each shift as the reference, expanding the search range for 5 minutes before and after taking the departure time and the ending time of each shift as the range, mapping and correlating the GPS track data by license plate numbers, line numbers and uplink and downlink identifications, taking the departure time of the minimum station sequence as the departure time of the GPS by the intercepted GPS track data, screening and checking only shifts covered by the bus company shift through the steps, and checking whether the check of the quantity index selects the correct shift track or not by comparing the bus company shift and the GPS departure time.
In the embodiment of the invention, a big data technology is adopted, the track data of the whole buses and a public transportation company road list (public transportation actual operation plan) are matched and calculated, and the index assessment of batch, customization and refinement is adopted for the whole buses, so that the aim of monitoring the public transportation operation condition in a whole and accurate way is fulfilled.
Example 2
As shown in fig. 1, in the method for monitoring the running state of the bus quantity index provided by the embodiment of the present invention, step S101 specifically includes the following steps:
in order to avoid association errors of different tables in naming all data line names, common lines uniformly intercept line numbers, interval lines are uniformly line numbers plus intervals, and special lines are uniformly name plus special lines.
exemplary, data map matching specifically includes: the method comprises the steps of obtaining equipment ID (identity) of a vehicle by matching road list of a public transport company with vehicle information, obtaining a road name of the vehicle by matching the road list of the public transport company with the vehicle information, and obtaining the equipment ID by matching the vehicle track data with the road information; matching the complete vehicle track data to the corresponding bus company road list by combining the matched information;
Example 3
Based on the monitoring method for the running state of the bus quantity index provided in embodiment 2, further, the step 4 of the associated table version control specifically includes the following steps: because the service plans and the line information of the bus lines are applied and changed in real time by taking the day as a unit, in order to accurately check the actual completion condition of the line shifts, marks of the plans and the line records of the two tables are made into effective dates, application dates, whether to pause, whether to terminate and whether to audit, the line information and the service plans of the lines are checked by taking the day as a unit, if the line information and the service plans exist in the table and the effective date range includes the check date (the effective date of the records includes the record which is smaller than the check date and is the latest application date from the check date), and the service plans and the departure plan time points in the line information of the version are selected without pause and termination in the date, the departure plan interval, the time of the morning and evening, the going up and down, gao Pingfeng time, the plan times and other stipulated information are checked on the actual vehicle track data.
Example 4
Based on the monitoring method for the running state of the bus quantity index provided in embodiment 2, further, the data mapping matching in step 6 specifically includes the following steps:
because of GPS equipment manufacturer of vehicles, when installing the locating equipment of public transportation, because of the sensibility of the buses, the vehicles can be temporarily allocated along with the quarters or public transport groups, change the influence of factors such as line names, etc., the actual vehicle track data only keeps the device number of the vehicles, the line number of the vehicles, regular return time of the vehicles, etc., the actual examination also needs the names of affiliated branch companies under the examination date of all vehicles on the basis, the corresponding public transport company road list is detailed, so when the vehicle track data is matched with the public transport company road list data (1), the relevant vehicle information table is obtained first, the line name mapped by the corresponding line number is found, and if the line is temporarily changed, the line number is 0 or empty, the vehicle equipment table is relevant, and the license number is mapped by the device number; and then finding a bus company road list on the same day, and giving related information of the same license plate to the track (2) to match under the conditions that the track passes through the same route name, the same driving direction and the departure time of the actual vehicle track and the bus company road list meet the specified threshold.
Illustratively, one skilled in the art can further understand: when the vehicle track data is matched with the public transport company road list data, firstly, the basic state of the current vehicle in operation is obtained through a unique line id associated vehicle information table, and the corresponding line number mapped line name, license plate number and other basic information are found; if the line is temporarily changed or the line number is 0 and is empty, associating the vehicle equipment list, and obtaining basic information such as the line name through equipment number mapping license plate number; then under the same check date, using the bus company road list as a main table, and giving corresponding vehicle track data to the bus company road list according to a matching mechanism of the same direction, the same license plate and the same operation company, wherein the vehicle track time is in a specified time range (the specified time range is the time range of the bus company road list mark and is processed by a soft time window according to a white threshold given by a supervision layer); (the operation is equivalent to only checking the shifts in the road list of the bus company, accords with the interests of the bus company, and can also screen out meaningless vehicle track data, such as return vehicle track data, and useless vehicle track data generated when the section vehicle does not start at the initial station).
Example 5
Based on the monitoring method for the running state of the bus number index provided in embodiment 2, further, the step 8 of counting the converted shift specifically includes the following steps:
dividing the screened shift data into track data sets by taking a branch company and a line name as units, dividing different shifts into uplink and downlink in one shift track data set, associating site information of a line information table with each shift according to position information in the track data, judging whether an error of an actual position of a vehicle from a site position is within a specified threshold range, judging that a running track of the actual position of the uplink and downlink running vehicle from the site position error is effective if the error is in accordance with the threshold, and counting the number of line sites in an effective track number association line information table of one shift to obtain the converted shift.
Example 6
Based on the monitoring method for the running state of the bus quantity index provided in embodiment 2, further, step 11 calculates the first and last shift quasi point rate of the shift, and specifically includes the following steps:
the method is characterized in that the accurate point rate of the first and the last shift of the bus is calculated, the actual meaning is that whether the bus is attendance according to the first and the last shift time displayed by the platform or not, the method has the actual meaning for passengers needing to take the first and the last shift of the bus, but the examination of the first and the last shift of the bus is based on possible temporary adjustment of the bus, no-load return is performed, the special conditions of meaningless GPS induction of the station, non-uniform line approval record and the like are met, and the method cannot simply pinch the track data of the bus, namely, the earliest and latest shift departure time is taken as the control. The method comprises the steps that (1) a shift track data set is divided according to the step 8, (2) a service plan of a corresponding version is found out according to the step 4, whether a line is stopped under the line information table is checked, whether the line is stopped or not is judged according to the step 4, if the line is stopped or stopped, all shifts (4) of the line are not calculated to check whether a temporary adjustment plan exists on the line, if the temporary plan exists, checking is conducted according to the first and last shift departure time of the temporary plan, if the temporary plan does not exist, checking is conducted according to the first and last shift departure time of the line information table (5) to avoid GPS loss of the first and last shift, the departure time of the minimum maximum shift is selected according to a station order field in vehicle track data, the departure time (6) of the shift is represented according to the information of the line information table version, if the station order is not 1 or the station order is not equal to the station number, and the current departure time is added with a deviation value seq= (minimum/maximum station order-1/station order) x average station order interval time of the shift.
Exemplary upper levels, those skilled in the art will appreciate:
in step 11, calculating the quasi point rate of the first shift and the last shift specifically includes the following steps:
dividing a shift track data set according to the step 8;
finding out a service plan and a line information table of a corresponding version according to the step 4;
checking whether the line is stopped or not under the line information table, whether the line is applied for suspension or not in the service plan, and if suspension or stopping exists, avoiding calculating all shifts of the line;
checking whether the line has a temporary adjustment plan, if so, checking according to the first and last departure time of the temporary plan, and if not, checking according to the first and last departure time of the line information table;
checking whether the checking date belongs to the working day or not, and if the checking date is classified into the driving time according to the working day/the non-working day, the summer time/the winter time aiming at part of the lines, adjusting the checking time according to the vehicle service plan;
screening out the minimum and maximum station sequence outbound time according to the station sequence field in the vehicle track data, wherein the minimum and maximum station sequence outbound time respectively represents the departure time of the first station and the last station of the shift;
and checking according to the information of the version of the line information table, and if the station order is not 1 or the station order is not equal to the station number, adding the deviation value seq= (minimum/maximum station order-1/station number) to the current departure time and the average station order interval time of the shift.
Example 7
Based on the monitoring method for the running state of the bus quantity index provided in embodiment 2, further, step 12 of dividing the peak in the morning and evening and the shift in the peak specifically includes: (1) dividing a shift track data set according to the step 8; (2) finding out a service plan and a line information table of a corresponding version according to the step 4; (3) respectively calculating according to the service plan distinguishing timing or non-timing line; (4) wherein, the departure time of the adjacent station sequence of the non-timing line with shift (namely, the difference of the outbound time when the gps data station sequence is 1) takes each time interval according to the data after time descending, compares with the departure interval specified by the non-timing service plan associated with each time interval, marks the departure interval as a qualified interval if the departure interval is smaller than the departure interval in the service plan, and the total number of the intervals is equal to the shift number-1; (5) the timing line is different from a conventional line, the departure time is a concept of quasi-point departure according to departure points in a service plan, and no interval between shifts is included, and the departure interval of the timing line is checked to obtain the actual departure time-the planned departure time point.
In the embodiment of the present invention, fig. 2 is a schematic diagram of a ranking table of the number index scoring situation provided by the embodiment of the present invention, where the total number of intervals of the timing line provided by the embodiment of the present invention is divided and indicated.
In the embodiment of the invention, the related calculation formula comprises: peak departure interval= (number of minutes of upstream early peak period + minutes of downstream early peak period + minutes of upstream late peak period + minutes of downstream late peak period)/(number of peak schedule-1).
Flat departure interval = (last shift up-shift first time + last shift down-shift first time) - (up-shift early rush hour minute number + down-shift early rush hour minute number + up-shift late rush hour minute number + down-shift late rush hour minute number)/(flat schedule shift-1).
Operating shift completion rate= (actual operating shift number on the line day/planned shift on the whole day of the line day) ×100%.
Peak time departure interval completion rate= (the number of actual departure intervals in the line current day peak time interval is not greater than a prescribed value/the number of actual departure intervals in the line current day peak time interval) ×100%.
The time peak time departure interval completion rate= (peak time departure qualified shift number/peak time planning shift number) ×100%.
The departure interval completion rate in the peak time period= (the number of actual departure intervals in the peak time period on the line is not greater than a prescribed value/the number of actual departure intervals in the peak time period on the line) ×100%.
Timing off-peak period departure interval completion= (off-peak period departure qualified shift number/off-peak period planned shift number) ×100%.
First and last shift positive point rate= (first and last shift positive point shift number of the line on the same day/first and last shift number of the line on the same day) ×100%.
Example 9
As shown in fig. 4, the monitoring system for the running state of the bus quantity index provided by the embodiment of the invention includes the following steps:
another object of the present invention is to provide a monitoring system for running state of bus number indicator, applied to a client, the monitoring system for running state of bus number indicator includes:
the data acquisition and processing module 1 is used for acquiring date information of the current day, including workday information, holiday information, weekday information and belonging time information; the system is also used for loading vehicle track data, public transport company single data, a line information table, a vehicle line mapping table, a vehicle service plan and a line basic information table of common buses and rapid buses respectively; and is also used for normalizing the naming of all data line names, all time formats and the time of shift across days;
the version control module 2 is used for carrying out version control on the vehicle service plan and the line basic information table;
The data mapping matching module 3 is used for reducing matching range of data with multiple shifts in the same name, the same direction and the same equipment number by adopting departure time when the vehicle track data is matched with the road sheet data of the public transport company; the bus company road list matching circuit information and the vehicle information are used for matching the vehicle track data with the circuit information; matching the complete vehicle track data to the corresponding bus company road list by combining the matched information;
the statistic conversion shift module 4 is used for screening new shift data, partitioning the vehicle track data into track data sets of vehicles in different lines, distinguishing uplink and downlink, and respectively counting the number of actual stations passing by and the number of recording stations in a line basic information table and comparing the actual station number with the number of recording stations in the line basic information table;
the quasi-point rate time generation module 5 is used for generating a time range for the scheduled departure time point, and advancing or postponing the departure time specified by the vehicle service plan;
the peak and flat interval completion rate time range expanding module 6 is used for judging whether the checking line is a non-timing line according to the vehicle service plan of the corresponding version, if so, finding out the type of the checking line checked by the line information table, and delaying the corresponding non-timing line planned departure interval according to the specified tolerance time;
The shift head and tail shift quasi-point rate calculating module 7 is used for distinguishing records corresponding to the maximum and minimum station sequences of the vehicle track screened out in the up-down direction, and calculating whether the record time corresponding to the maximum and minimum station sequences of the vehicle track falls in the extended quasi-point rate time range or not; counting the qualified number of the line groups;
the peak and flat peak shift module 8 is used for calculating the completion rate of peak and flat peak departure intervals, distinguishing the uplink peak, downlink peak and flat peak of each shift, and distinguishing the timing or non-timing of various conditions of each line.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and in part, not described or illustrated in any particular embodiment, reference is made to the related descriptions of other embodiments.
The content of the information interaction and the execution process between the devices and the units is based on the same conception as the method embodiment of the present invention, and specific functions and technical effects brought by the content can be referred to in the method embodiment section, and will not be described herein.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit. In addition, the specific names of the functional units and modules are only for distinguishing from each other, and are not used for limiting the protection scope of the present invention. The specific working process of the units and modules in the above system may refer to the corresponding process in the foregoing method embodiment, which is not described herein again.
2. Application examples:
application example 1
The application embodiment of the invention also provides a computer device, which comprises: at least one processor, a memory, and a computer program stored in the memory and executable on the at least one processor, which when executed by the processor performs the steps of any of the various method embodiments described above.
Application example 2
Embodiments of the present invention also provide a computer readable storage medium storing a computer program which, when executed by a processor, performs the steps of the respective method embodiments described above.
Application example 3
The embodiment of the invention also provides an information data processing terminal, which is used for providing a user input interface to implement the steps in the method embodiments when being implemented on an electronic device, and the information data processing terminal is not limited to a mobile phone, a computer and a switch.
Application example 4
The embodiment of the invention also provides a server, which is used for realizing the steps in the method embodiments when being executed on the electronic device and providing a user input interface.
Application example 5
Embodiments of the present invention provide a computer program product which, when run on an electronic device, causes the electronic device to perform the steps of the method embodiments described above.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the present invention may implement all or part of the flow of the method of the above embodiments, and may be implemented by a computer program to instruct related hardware, where the computer program may be stored in a computer readable storage medium, and when the computer program is executed by a processor, the computer program may implement the steps of each of the method embodiments described above. Wherein the computer program comprises computer program code which may be in source code form, object code form, executable file or some intermediate form etc. The computer readable medium may include at least: any entity or device capable of carrying computer program code to a photographing device, a terminal apparatus, a recording medium, a computer memory, a Read-only memory (ROM), a random access memory (RandomAccessMemory, RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Such as a U-disk, removable hard disk, magnetic or optical disk, etc.
3. Evidence of example related effects: compared with the traditional line operation quality assessment, the method provided by the embodiment of the invention is more visual and can be used for carrying out traceable assessment on the stations which the actual shifts pass, thereby being more in line with the actual situation and meeting the control of the supervision layer on the bus operation situation.
While the invention has been described with respect to what is presently considered to be the most practical and preferred embodiments, it is to be understood that the invention is not limited to the disclosed embodiments, but on the contrary, is intended to cover various modifications, equivalents, and alternatives falling within the spirit and scope of the invention.
Claims (6)
1. The monitoring method for the running state of the bus quantity index is characterized by being applied to a client and comprising the following steps of:
s1, loading data; respectively loading vehicle track data of common buses and rapid buses, road sheet data of buses, a line information table, a vehicle line mapping table, a vehicle service plan and a line basic information table;
s2, acquiring date information of the current day; the date information includes: workday information, holiday information, weekday information, and belonging time information;
S3, data preprocessing; carrying out standardization processing on the names, time formats and time spans of all the data line names;
s4, controlling the version of the association table; version control is carried out on the vehicle service plan and the line basic information table respectively;
s5, narrowing the shift matching range; when the vehicle track data is matched with the road list data of the public transport company, the data with the same name, the same direction and the same equipment number and a plurality of shifts are subjected to narrowing matching range by adopting departure time;
s6, data mapping matching; the method comprises the steps of obtaining equipment ID (identity) of a vehicle by matching road list of a public transport company with vehicle information, obtaining a road name of the vehicle by matching the road list of the public transport company with the vehicle information, and obtaining the equipment ID by matching the vehicle track data with the road information; matching the complete vehicle track data to the corresponding bus company road list by combining the matched information;
s7, screening new shift data; dividing uplink and downlink, dividing vehicle track data into areas, and recording the minimum station sequence outbound as head station data; recording the maximum station sequence point station entering as end station data; combining the first station data and the last station data to form new shift data through the same uplink and downlink identification, line name, equipment ID and shift number association matching;
S8, counting the conversion shifts; dividing the vehicle track data into track data sets of vehicles in different lines, distinguishing uplink and downlink, respectively counting the number of the actual stations passing by and the number of recording stations in a line basic information table, and comparing the number of the actual stations with the number of recording stations in the line basic information table;
s9, expanding the quasi-point rate time range; generating a time range for the scheduled departure time point, and advancing or delaying the departure time specified by the vehicle service plan;
s10, expanding a peak and flat peak interval completion rate time range; s4, finding out a corresponding version of the vehicle service plan, judging whether the check line is a non-timing line or not, if so, finding out a line information table to check the type of the check line, and delaying the corresponding non-timing line plan departure interval according to the specified tolerance time;
s11, calculating the quasi point rate of the first shift and the last shift of the shift; differentiating records corresponding to the maximum and minimum station sequences of the vehicle track by up and down screening, and calculating whether the record time corresponding to the maximum and minimum station sequences of the vehicle track is in the extended standard point rate time range or not, and counting the qualified number of the line groups;
s12, dividing the morning and evening peaks and the flat shifts; calculating the completion rate of peak departure intervals and flat peak departure intervals, distinguishing the peak of the uplink, the downlink, the early and the late peaks and the flat peak of each shift, and distinguishing the timing or non-timing of various conditions by each line;
In step S4, the association table version control specifically includes the following steps:
marking a service plan of a bus line and a plan of a line information table, a line record effective date, an application date, whether pause, termination and auditing, checking by taking a day as a unit, and associating line information and the service plan of the line;
if the service plan of the bus route and the route information table have the route and the effective date range contains the checking date, no pause and no stop exist in the date, and the checking is passed, the service plan of the version and the departure plan time point in the route information are selected, the departure plan interval is selected, and the actual vehicle track data is checked by the planned shift number stipulated information at the time of morning and evening, ascending and descending and Gao Pingfeng;
in step S8, the step of comparing the number of the actual stations passing by with the number of recording stations in the line basic information table includes the following steps:
dividing the screened shift data into track data sets by taking a branch company and a line name as units, dividing different shifts in one shift track data set into uplink and downlink, associating site information of a line information table according to position information in the track data of each shift, judging whether an error of an actual position of a vehicle from a site position is within a specified threshold range, judging that a running track of the actual position of the uplink and downlink running vehicle from the site position error is effective if the error is in accordance with the threshold, counting the effective track number of one shift, and dividing the number of line sites in the associated line information table to obtain the converted shift; the converted shift range of one shift is 0-1.0;
In step S12, the dividing the early and late peak and the flat peak shift specifically includes the following steps:
dividing a shift track data set according to the step S8;
finding out a service plan and a line information table of a corresponding version according to the step S4;
respectively calculating according to the service plan distinguishing timing or non-timing line;
the non-timing line uses the sequential departure time of the shift adjacent station, data after time descending is used for taking each time interval, the departure interval specified by the non-timing service plan associated with each time interval is compared, if the departure interval is smaller than the departure interval in the service plan, the departure interval is marked as a qualified interval, and the total number of the intervals is equal to the shift number-1;
the timing circuit is different from a conventional circuit, the departure time is subjected to quasi-point departure according to departure points in a service plan, the concept of interval between shifts is not provided, and the departure interval of the timing circuit is checked to obtain actual departure time-planned departure time points;
in step S12, the following formula is used for dividing the morning and evening peaks and the flat shifts:
peak departure interval= (number of minutes of upstream early peak period + minutes of downstream early peak period + minutes of upstream late peak period + minutes of downstream late peak period)/(number of peak schedule hours-1);
flat departure interval = (last shift up-shift first time + last shift down-shift first time) - (up-shift early peak period minute number + down-shift early peak period minute number + up-shift late peak period minute number + down-shift late peak period minute number)/(flat planning shift-1);
Operation shift completion rate= (actual operation shift number of the line on the day/planned shift of the line on the whole day) ×100%;
peak departure interval completion rate = (the number of actual departure intervals in the line current day peak time interval is not greater than a prescribed value/the number of actual departure intervals in the line current day peak time interval) ×100%;
timing rush hour departure interval completion rate= (rush hour departure qualified shift number/rush hour planning shift number) ×100%;
the departure interval completion rate in the off-peak period= (the number of actual departure intervals in the off-peak period on the same day of the line is not more than a prescribed value/the number of actual departure intervals in the off-peak period on the same day of the line) ×100%;
timing off-peak period departure interval completion rate= (off-peak period departure qualified shift number/off-peak period planned shift number) ×100%;
first and last shift positive point rate= (first and last shift positive point shift number of the line on the same day/first and last shift number of the line on the same day) ×100%.
2. The method for monitoring the running state of the bus quantity index according to claim 1, wherein in the step S3, common lines in naming all data line names are unified to intercept line numbers, interval lines are unified to line numbers plus intervals, and special lines are unified to name plus special lines;
All time formats are uniformly converted into yyyy-MM-ddHH: MM: ss format.
3. The method for monitoring the running state of the bus number indicator according to claim 1, wherein in step S6, the data mapping matching specifically includes the following steps:
when the vehicle track data is matched with the public transport company road list data, firstly, the basic state of the current vehicle in operation is obtained through a unique line id associated vehicle information table, and the corresponding line name and license plate number information of the line number map are found; if the line is temporarily changed or the line number is 0 and is empty, associating a vehicle equipment list, and obtaining basic information of the line name through equipment number mapping license plate numbers; and then under the same check date, the bus company road list is taken as a main table, and according to the same direction, the same license plate and the same operation company, a matching mechanism of the vehicle track time within a specified time range endows the bus company road list with corresponding vehicle track data.
4. The method according to claim 1, wherein in step S9, the departure time specified by the service plan is advanced by 30S or retarded by 30S;
in step S11, calculating the quasi point rate of the first shift and the last shift specifically includes the following steps:
Dividing a shift track data set according to the step S8;
finding out a service plan and a line information table of a corresponding version according to the step S4;
checking whether the line is stopped or not under the line information table, whether the line is applied for suspension or not in the service plan, and if suspension or stopping exists, avoiding calculating all shifts of the line;
checking whether the line has a temporary adjustment plan, if so, checking according to the first and last departure time of the temporary plan, and if not, checking according to the first and last departure time of the line information table;
checking whether the checking date belongs to the working day or not, and if the checking date is classified into the driving time according to the working day/the non-working day, the summer time/the winter time aiming at part of the lines, adjusting the checking time according to the vehicle service plan;
screening out the minimum and maximum station sequence outbound time according to the station sequence field in the vehicle track data, wherein the minimum and maximum station sequence outbound time respectively represents the departure time of the first station and the last station of the shift;
and checking according to the information of the version of the line information table, and if the station order is not 1 or the station order is not equal to the station number, adding the deviation value seq= (minimum/maximum station order-1/station number) to the current departure time and the average station order interval time of the shift.
5. A monitoring system for running states of a bus number indicator for implementing the monitoring method for running states of a bus number indicator according to any one of claims 1 to 4, characterized in that the monitoring system for running states of a bus number indicator applied to a client comprises:
The data acquisition and processing module (1) is used for acquiring date information of the same day and respectively loading vehicle track data of common buses and rapid buses, bus company road list data, a line information table, a vehicle line mapping table, a vehicle service plan and a line basic information table; the naming, time format and cross-day shift time of all data line names are normalized;
the version control module (2) is used for carrying out version control on the vehicle service plan and the line basic information table;
the data mapping matching module (3) is used for narrowing the shift matching range, matching the road list of the public transport company with the road information and the vehicle information, and matching the vehicle track data with the road information;
the statistic conversion shift module (4) is used for screening new shift data, partitioning the vehicle track data into track data sets of vehicles in different lines, distinguishing uplink and downlink, and respectively counting the number of actual stations passing by and the number of recording stations in a line basic information table and comparing the actual station number with the number of recording stations in the line basic information table;
the quasi-point rate time generation module (5) is used for generating a time range for the scheduled departure time point, and advancing or postponing the departure time specified by the vehicle service plan;
the extended high/flat peak interval completion rate time range module (6) is used for judging whether the checking line is a non-timing line according to the vehicle service plan of the corresponding version, if so, finding out the type of the checking line checked by the line information table, and delaying the corresponding non-timing line planned departure interval according to the specified tolerance time;
The shift head-end shift quasi-point rate calculating module (7) is used for distinguishing records corresponding to the maximum and minimum station sequences of the vehicle track screened out in the up-down direction, and calculating whether the record time corresponding to the maximum and minimum station sequences of the vehicle track falls in the extended quasi-point rate time range or not; counting the qualified number of the line groups;
and the early-late high/flat peak shift module (8) is used for calculating the completion rate of the peak and flat peak departure interval, distinguishing the uplink, downlink, early-late peak and flat peak of each shift, and distinguishing the timing or non-timing of various conditions of each line.
6. A computer device comprising a memory and a processor, the memory storing a computer program which, when executed by the processor, causes the processor to perform the method of monitoring an operational status for a bus number indicator of any one of claims 1 to 4.
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