CN117528423A - Method and system for calculating real-time riding state of subway passenger based on mobile phone signaling - Google Patents
Method and system for calculating real-time riding state of subway passenger based on mobile phone signaling Download PDFInfo
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/02—Services making use of location information
- H04W4/029—Location-based management or tracking services
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- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04W—WIRELESS COMMUNICATION NETWORKS
- H04W4/00—Services specially adapted for wireless communication networks; Facilities therefor
- H04W4/20—Services signaling; Auxiliary data signalling, i.e. transmitting data via a non-traffic channel
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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- Y02D30/00—Reducing energy consumption in communication networks
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Abstract
The invention relates to a method and a system for calculating the real-time riding state of subway passengers based on mobile phone signaling, belonging to the intelligent traffic field, wherein the method comprises the following steps: step S1: the method comprises the steps of obtaining subway operation data, wherein the subway operation data comprises subway line description information data, subway station description information data and subway line topological structure data; step S2: identifying a special base station according to base station position parameter data provided by an operator, and constructing a base station-subway station mapping table; step S3: based on finite state machine theory, a riding state set and a state transition set are set, and at any moment, a user is in one state of the riding state set and is only in one state of the riding state set, and the real-time riding state of the user is updated by utilizing a base station-subway station mapping table and signaling data of the user. The method provided by the invention acquires the riding state of the user in real time, thereby providing data support for downstream monitoring tasks.
Description
Technical Field
The invention relates to the field of intelligent traffic, in particular to a method and a system for calculating real-time riding state of subway passengers based on mobile phone signaling.
Background
The method for acquiring the riding state of the subway passengers in real time has great significance for intelligent traffic strategies such as subway operation management, cooperation of the subway and other traffic modes, traffic demand analysis and the like. The subway operation company can adjust the carrying capacity and departure intervals according to real-time user distribution, and optimize the subway operation strategy. The traffic management department can realize the connection of subways and other traffic modes such as buses, taxis, shared single vehicles and the like according to the real-time running state of subways, so that the reasonable distribution and utilization of various traffic modes are promoted, and the problems of urban traffic jam and pollution are relieved.
At present, a subway operation company mainly analyzes the operation condition of a subway through the station entering and exiting card swiping data of passengers, and cannot accurately acquire the riding route of the passengers after entering the subway station. Some authorized applications, such as Goldmap, that include location services, can collect real-time location data as the user uses, however, these data cannot cover the entire travel population, nor the complete travel records of the travel population. In contrast, the mobile phone signaling data comes from the passive communication between the mobile phone and the base station, each data records the communication time and the communication base station, approximately reflects the real-time position of the user, has the advantages of wide coverage range, strong real-time performance, convenient collection and the like, and is suitable for analysis in the fields of urban traffic planning and the like.
Based on the mobile phone signaling data, some researches and practices are attempted to recover the complete track information of subway passengers, but the researches often need to be carried out according to the data of the passengers throughout the day, and the real-time performance is lacking.
Disclosure of Invention
In order to solve the technical problems, the invention provides a method and a system for calculating the real-time riding state of subway passengers based on mobile phone signaling.
The technical scheme of the invention is as follows: a method for calculating real-time riding state of subway passengers based on mobile phone signaling comprises the following steps:
step S1: the method comprises the steps of obtaining subway operation data, wherein the subway operation data comprises subway line description information data, subway station description information data and subway line topological structure data;
step S2: identifying a special base station according to base station position parameter data provided by an operator, and constructing a base station-subway station mapping table;
step S3: based on finite state machine theory, a riding state set and a state transition set are set, and at any moment, a user is in one state of the riding state set and is only in one state of the riding state set, and the real-time riding state of the user is updated by utilizing the base station-subway station mapping table and signaling data of the user.
Compared with the prior art, the invention has the following advantages:
the invention discloses a method for calculating the real-time riding state of subway passengers based on mobile phone signaling, which can calculate the riding state of each user in real time based on a finite state machine theory, so that the load condition of a subway system can be monitored in real time. The invention creatively sets the state of riding with low confidence in the riding state set of the user, and solves two problems in the prior art: (1) The user is stationary in a certain area containing a certain section of subway line on the ground, and the base station in the area is signaled to oscillate, so that the user is misjudged to take the subway; (2) The road on the ground of a certain section coincides with the subway line on the ground of a certain section, and a user driving through the road on the ground of the certain section is misjudged to be a riding subway because the running speed of the user is similar to that of the subway.
Drawings
Fig. 1 is a flowchart of a method for calculating a real-time riding state of a subway passenger based on mobile phone signaling in an embodiment of the invention;
FIG. 2 is a schematic diagram illustrating a riding state and state transition thereof according to an embodiment of the present invention;
fig. 3 is a block diagram of a subway passenger real-time riding state calculating system based on mobile phone signaling in an embodiment of the invention.
Detailed Description
The invention provides a method for calculating the real-time riding state of a subway passenger based on mobile phone signaling, which can realize the real-time calculation of the riding state of the subway passenger under the condition of not depending on third party data.
The present invention will be further described in detail below with reference to the accompanying drawings by way of specific embodiments in order to make the objects, technical solutions and advantages of the present invention more apparent.
Example 1
As shown in fig. 1, the method for calculating the real-time riding state of the subway passenger based on the mobile phone signaling provided by the embodiment of the invention comprises the following steps:
step S1: the method comprises the steps of obtaining subway operation data, wherein the subway operation data comprises subway line description information data, subway station description information data and subway line topological structure data;
step S2: identifying a special base station according to base station position parameter data provided by an operator, and constructing a base station-subway station mapping table;
step S3: based on finite state machine theory, a riding state set and a state transition set are set, and at any moment, a user is in one state of the riding state set and is only in one state of the riding state set, and the real-time riding state of the user is updated by utilizing a base station-subway station mapping table and signaling data of the user.
In one embodiment, step S1 described above: the method comprises the steps of obtaining subway operation data, including subway line description information data, subway station description information data and subway line topological structure data, and specifically comprises the following steps:
step S11: obtaining subway line description information data, including: line ID, line name, line direction, whether the line is a loop;
in the route description information data, two running directions of one physical route each correspond to one route ID, that is, one route ID uniquely determines one route running in a fixed direction. For example, the line IDs corresponding to the ten lines of the beijing subway are "ten-line_inner ring" and "ten-line_outer ring";
step S12: acquiring subway station description information data, including: station ID, belonging line ID, station name, station longitude and latitude, travel time to the next station, station ID which can be replaced by;
in the site description information data, one physical site corresponds to a plurality of site IDs, for example, a Beijing subway know spring road site can be ridden with a ten-wire or a thirteen-wire, and the know spring road site corresponds to four site IDs including a "know spring road_ten-wire_inner ring", "a know spring road_ten-wire_outer ring", "a know spring road_thirteen-wire_open to the west straight gate" and a "know spring road_thirteen-wire_open to the east straight gate";
step S13: obtaining subway line topology data, comprising: line ID, site ID, index number of the site in the line.
In one embodiment, step S2 above: identifying a special base station according to base station position parameter data provided by an operator, and constructing a base station-subway station mapping table, wherein the method specifically comprises the following steps:
step S21: constructing a keyword set formed by combining subway line names and station names, screening and naming a base station containing the keyword in a base station position parameter data table for each keyword, screening a station ID corresponding to the keyword in a station description information data table, and constructing an initial base station-subway station mapping table;
for example, a keyword 'Beijing metro ten-wire know spring road station' is constructed, a base station set containing the keyword is screened, and an initial base station-metro station mapping table is formed together with the keyword;
step S22: setting a distance thresholdFor each item in the initial base station-subway station mapping table, calculating the distance between the base station and the subway station, and eliminating the distance between the base station and the subway station to be more than +.>Forming a distance corrected base station-subway station mapping table;
the location description information of some base stations, such as "first base station of building roof outside Beijing metro ten-wire know Chun road station", although it contains the set key words of the line name and station name of the metro, but is not the real special base station for the metro station, such base stations are usually far away from the corresponding metro station, so the embodiment of the invention sets the distance threshold valueFor 200 meters, calculating the distance between the base station and the subway station for each item in the initial base station-subway station mapping table, and eliminating the distance between the base station and the subway station to be more than +.>Forming a base station-subway station mapping table after distance correction;
step S23: setting a distance thresholdFor each base station in the base station-subway station mapping table of the distance correction, screening the distance from the base station to be no more than +.>Supplementing the base station-subway station mapping table to the distance correction to form a base station-subway station mapping table supplemented by the base station at the same position;
all the private base stations of the subway line cannot be screened out through position parameter screening, but the private base stations of each subway station are often deployed at the same position in the station, and if one private base station of a certain subway station is screened out, other base stations with the same position as the private base station are screened out, and the private base stations of the subway station are often used as private base stations of the subway stationAnd (5) a base station. The embodiment of the invention sets a distance threshold valueFor 10 meters, screening other base stations with the distance of not more than 10 meters from each base station in the distance correction base station-subway station mapping table, adding the distance correction base station-subway station mapping table, and forming a base station-subway station mapping table supplemented by the base station at the same position;
step S24: marking a subway station which is not involved in the supplementary base station-subway station mapping table as a special base station without high confidence coefficient, and setting a distance threshold valueFor each subway station marked as lacking a high-confidence private base station, screening the distance from the subway station to be no more than +.>Adding a supplementary base station-subway station mapping table to form a final base station-subway station mapping table, wherein the base stations contained in the base station-subway station mapping table are private base stations and non-private base stations are not contained in the base station-subway station mapping table.
Some subway stations are erected on the ground, private base stations are not deployed in the stations, users often communicate with outdoor base stations nearby the subway stations when riding through the subway stations, and the base stations cannot be called private base stations of the subway stations in a strict sense, but also disclose the riding process of the users, and the private base stations need to be supplemented to a base station-subway station mapping table. Marking a subway station which is not involved in a base station-subway station mapping table supplemented by base stations at the same position as a special base station lack of high confidence, and setting a distance threshold valueFor 400 meters, for each subway station lacking a high-confidence private base station, screening the distance from the subway station to be not more thanAdding a supplementary base station-subway station mapping table to form a final base station-subway station mapping tableWherein the base stations included in the base station-subway station mapping table are private base stations, and not among them are non-private base stations.
In one embodiment, the step S3: based on finite state machine theory, a riding state set and a state transition set are set, and at any moment, a user is in one state of the riding state set and is only in one state of the riding state set, and the real-time riding state of the user is updated by utilizing a base station-subway station mapping table and signaling data of the user, which specifically comprises the following steps:
step S31: the setting of the user riding state set comprises: empty, waiting, low confidence ride, signaling miss ride; wherein, empty indicates that the user is not in the subway system; waiting, which means that a user stays at a certain subway station; the low confidence riding indicates that the signaling sequence of the user is matched with a section of subway line, but because the section of line lacks a special base station with high confidence, the probability that the user is misjudged to be a subway trip is higher; riding, which means that a user rides on a certain subway line; the lack of signaling is taken advantage of, which means that the user takes a bus on a certain subway line before taking the bus, and then the lack of signaling occurs, and the user may still take the bus at present;
in the waiting state, setting the variables of the auxiliary description state includes: waiting station setAccumulating the number of signaling strips received from the dedicated base station of waiting station>Accumulating the number of signaling strips received from the private base station of the non-waiting station>；
In the low confidence ride, signaling miss ride state, setting the variables of the auxiliary description state includes: sequence of stations traversed；
Step S32: setting the user state transition set includes: the method comprises the steps of transferring from empty to waiting, transferring from waiting to empty, transferring from waiting to waiting, transferring from waiting to low-confidence taking a vehicle, transferring from waiting to taking a vehicle, transferring from low-confidence taking a vehicle to empty, transferring from low-confidence taking a vehicle to low-confidence taking a vehicle, transferring from low-confidence taking a vehicle to waiting, transferring from low-confidence taking a vehicle to taking a vehicle the low confidence level riding is transferred to riding, the riding is transferred to the empty, the riding is transferred to the waiting, the riding is transferred to the riding from the riding, the riding is transferred to the signaling missing riding, the signaling missing riding is transferred to the empty, the signaling missing riding is transferred to the waiting, and the signaling missing riding is transferred to the riding;
step S33: except for the empty state, when the user is in each state, the user has an expiration time, and when the expiration time is up, the state where the user is in is automatically transferred, which specifically comprises:
step S331: the waiting is transferred to be empty: no new signaling data is generated within the set longest waiting time (10 minutes in the embodiment of the invention);
step S332: transitioning to empty by low confidence ride: no new signaling data is generated within a set maximum time required for boarding from the last subway station to the next station;
order theIndicating the last subway station passing by, the longest time is +.>Minutes;
step S333: transitioning from ride to signaling-missing ride: no new signaling data is generated within a set maximum time required for boarding from the last subway station to the next station;
order theIndicating the last subway station passing by, the longest time is +.>Minutes;
step S334: transitioning to null by signaling miss ride: in the set longest signaling missing time, no new signaling data is generated;
step S34: the structure of the constructed signaling data is as follows: user ID, base station ID, timestamp; when receiving a piece of signaling data, extracting the base station ID in the signaling data, acquiring the station ID corresponding to the base station in a base station-subway station mapping table, and constructing a station setThe method comprises the steps of carrying out a first treatment on the surface of the The method for completing the transition of the riding state of the related user by combining the signaling data and the riding state of the user comprises the following steps:
step S341: transferring from empty to waiting: the received signaling data come from the private base station, and indicate that the user arrives near the subway station corresponding to the private base station;
at this time, it is required thatUpdate +.>Is->，/>1->Is 0.
For example: the user enters the west city station and waits there, communicates with the private base station in the station, at which time,。
step S342: the waiting is transferred to be empty: the received signaling data come from a non-private base station, and the number of the signaling reaches a certain threshold value, which indicates that the user has left the subway station;
at this time, requireAnd->Setting->Is 2;
step S343: transitioning from waiting to low confidence ride: the received signaling data come from the private base station, the corresponding station is not a waiting station, the corresponding signaling interval time can be used for reaching the station from the waiting station, and the waiting station and the station are marked as private base stations with lack of high confidence;
at this time, it is required thatAnd there is->So thatI.e. +.>And->Belongs to the same subway line, from->Travel to->Is set to be a desired time of (1)Time between signaling intervals corresponding to->Error of (2) is at a given threshold->In, andsetting->For 2 minutes, update +.>Is->；
Step S344: the waiting is transferred into riding: the received signaling data come from the private base station, the corresponding station is not a waiting station, the corresponding signaling interval time can be used for reaching the station from the waiting station, and the waiting station and the station are not marked as the private base station with lack of high confidence;
at this time, it is required thatAnd there is->So thatFrom->Travel to->Is +.>With corresponding signaling interval timeError of (2) is at a given threshold->In, set->For 2 minutesUpdate +.>Is->；
For example: the user is located in the west city station before waiting for the bus and then arrives at the spring-aware road station by taking the ten-wire line to communicate with the base station in the station, and has the following steps of，
= { known spring road _ten wire_inner ring, known spring road _ten wire_outer ring, known spring road _thirteen wire_open to the west straight gate, known spring road _thirteen wire_open to the east straight gate }, assuming that the time interval between the user receiving signaling data sent from the private base station at the west city station and the known spring road station is 2.5 minutes, due to the expected time from the west city station to the known spring road station traveling along the ten wire3 minutes, wherein the difference between the two is within 2 minutes of a given threshold value, and the user is judged to be in a bus;
step S345: transitioning to empty by low confidence ride and transitioning to empty by ride: the received signaling data is from a non-private base station, and the signaling from the private base station of the next station of the last subway station is not received within a preset time, which indicates that the user has left the subway station and does not arrive at the next station within the expected time;
order theIndicating the last subway station traversed, this requires +.>And is also provided with
；
Step S346: transferring from low confidence ride to waiting and from ride to waiting:
(1) The received signaling data come from the private base station of the last subway station passing by, and the corresponding signaling interval time reflects that the residence time of the user at the station reaches a certain threshold;
order theIndicating the last subway station traversed, requiring +.>，
Setting->For 2 minutes, update +.>Is->，/>1->Is 0; for example: the user starts from the West city station, reaches the known spring road station along the ten-number line, and prepares to transfer the thirteen-number line, and at this time, continuously receives the signaling from the base station in the known spring road station for more than 2 minutes.
(2) The received signaling data come from the private base station of other subway stations, and the last station passing through can not reach the subway station in the corresponding signaling interval time;
order theIndicating the last subway station traversed, this requires +.>There is no->So that fromTo->A path can be planned according to the path planning algorithm>(path planning algorithm pseudo code is shown below), according to +.>Desired time of driving->Time between signaling and corresponding>Error of (2) is at threshold->In the inner part of the inner part,update +.>Is->，/>1->Is 0;
path planning algorithm:
,
step S347: the waiting is self-transferred into waiting:
(1) The received signaling data come from a non-private base station, and the number of the signaling strips does not reach a certain threshold value, which indicates that the signaling is just normal signaling drift;
requirements forAnd->Update +.>Is->；
(2) The received signaling data come from a private base station of a waiting station, and indicate that the user is still waiting at the subway station;
requirements forUpdate +.>Is->，/>Is->；
(3) The received signaling data come from the special base station of other subway stations, but the station can not be reached in the corresponding signaling interval time from the waiting station;
requirements forThere is no->So that->From the slaveTravel to->Is +.>Time between signaling and corresponding>Error of (2) is at a given threshold->In, update->Is->，/>1->Is 0;
step S348: self-transitioning from low confidence to low confidence ride and from ride to ride:
(1) The received signaling data come from a non-private base station, and the corresponding signaling interval time is within the longest time expected to reach the next station, and may come from the communication of the user with the base station near the subway line in the process of riding to the next station;
order theIndicating the last subway station traversed, requiring +.>And->；
(2) The received signaling data come from the private base station of the last subway station, and the corresponding signaling interval time reflects that the residence time of the user at the station does not reach a certain threshold;
order theIndicating the last subway station traversed, requiring +.>And is also provided with
；
(3) The received signaling data come from the private base station of other subway stations, and the last subway station can reach the station in the corresponding signaling interval time;
order theIndicating the last subway station traversed this requirement +.>There is->So that fromTo->A path can be planned according to the path planning algorithm>According to->Desired time of driving->Time between signaling and corresponding>Error of (2) is at threshold->In, update->Is->；
Step S349: transitioning from low confidence ride to ride: the method has the advantages that a plurality of different subway stations are continuously passed, and misjudgment of a subway line section caused by lack of a high-confidence private base station is fully eliminated;
at this time, requireSetting->3;
step S3410: switching to null by signaling absence ride: the received signaling data come from a non-private base station, which indicates that the user appears outside the subway system after the signaling of a certain time is lost;
at this time, require；
Step S3411: switching from signal missing riding to waiting: the received signaling data come from the private base station, and the last subway station passing through can not reach the station in the corresponding signaling interval time;
order theIndicating the last subway station traversed, this requires the absence of +.>So that from->To->A path can be planned according to the path planning algorithm>According to->Desired time of driving->Time between signaling and corresponding>Error of (2) is at threshold->In, update->Is->，/>1->Is 0;
step S3412: switching from a signal-missing ride to a ride: the received signaling data come from the private base station, and the last subway station can reach the station in the corresponding signaling interval time;
order theIndicating the last subway station traversed, this requires +.>There is->So that fromTo->A path can be planned according to the path planning algorithm>According to->Desired time of driving->Time between signaling and corresponding>Error of (2) is at threshold->In, update->Is->。
The various riding conditions and their state transition diagrams described above are illustrated in fig. 2.
Based on the real-time riding state of the user obtained by the steps, the following data support can be provided for downstream tasks such as individual monitoring, group monitoring, station waiting number monitoring, road section passenger traffic monitoring and the like:
1) At any moment, the real-time state of any user is inquired, and the user is not in a subway system, or the user waits for a bus at a subway station or the user rides on a subway line and passes through a plurality of stations is reported.
2) According to the real-time state of all users, further calculation of downstream tasks is achieved, for example, the number of waiting persons in a certain subway station is calculated, namely, the real-time state is calculated as the number of waiting persons in the subway station, the passenger traffic of a certain line section is calculated, namely, the real-time state is calculated as the number of riding persons in the line section.
Example two
As shown in fig. 3, the embodiment of the invention provides a subway passenger real-time riding state calculating system based on mobile phone signaling, which comprises the following modules:
the subway operation data acquisition module 41 is used for acquiring subway operation data, including subway line description information data, subway station description information data and subway line topological structure data;
a base station-subway station mapping table constructing module 42, configured to identify a dedicated base station according to base station position parameter data provided by an operator, and construct a base station-subway station mapping table;
the real-time riding status updating module 43 is configured to set a riding status set and a status transition set based on finite state machine theory, and update the real-time riding status of the user by using the base station-subway station mapping table and the signaling data of the user when the user is in one status of the riding status set at any time.
The above examples are provided for the purpose of describing the present invention only and are not intended to limit the scope of the present invention. The scope of the invention is defined by the appended claims. Various equivalents and modifications that do not depart from the spirit and principles of the invention are intended to be included within the scope of the invention.
Claims (5)
1. A method for calculating the real-time riding state of subway passengers based on mobile phone signaling is characterized by comprising the following steps:
step S1: the method comprises the steps of obtaining subway operation data, wherein the subway operation data comprises subway line description information data, subway station description information data and subway line topological structure data;
step S2: identifying a special base station according to base station position parameter data provided by an operator, and constructing a base station-subway station mapping table;
step S3: based on finite state machine theory, a riding state set and a state transition set are set, and at any moment, a user is in one state of the riding state set and is only in one state of the riding state set, and the real-time riding state of the user is updated by utilizing the base station-subway station mapping table and signaling data of the user.
2. The method for calculating the real-time riding status of subway passengers based on mobile phone signaling according to claim 1, wherein the step S1: the method comprises the steps of obtaining subway operation data, including subway line description information data, subway station description information data and subway line topological structure data, and specifically comprises the following steps:
step S11: the subway line description information data are acquired, which comprises the following steps: line ID, line name, line direction, whether the line is a loop;
step S12: the subway station description information data are acquired, which comprises the following steps: station ID, belonging line ID, station name, station longitude and latitude, travel time to the next station, station ID which can be replaced by;
step S13: the method for obtaining the subway line topological structure data comprises the following steps: line ID, site ID, index number of the site in the line.
3. The method for calculating the real-time riding status of subway passengers based on mobile phone signaling according to claim 2, wherein the step S2 is: identifying a special base station according to base station position parameter data provided by an operator, and constructing a base station-subway station mapping table, wherein the method specifically comprises the following steps:
step S21: constructing a keyword set formed by combining subway line names and station names, screening and naming a base station containing the keyword in a base station position parameter data table for each keyword, screening a station ID corresponding to the keyword in a station description information data table, and constructing an initial base station-subway station mapping table;
step S22: setting a distance thresholdFor each item in the initial base station-subway station mapping table, calculating the distance between the base station and the subway station, and eliminating the distance between the base station and the subway station to be more than +.>Forming a distance corrected base station-subway station mapping table;
step S23: setting a distance thresholdFor each base station in the distance-corrected base station-subway station mapping table, screening the distance from the base station to be no more than +.>Supplementing the base station-subway station mapping table to the distance correction to form a base station-subway station mapping table supplemented by the base station at the same position;
step S24: marking the subway stations which are not involved in the supplementary base station-subway station mapping table as special base stations lack of high confidence coefficient, and setting a distance threshold valueFor each subway station marked as lacking a high-confidence private base station, screening the distance from the subway station to be no more than +.>Adding the supplementary base station-subway station mapping table to form a final base station-subway station mapping table, wherein the base stations contained in the base station-subway station mapping table are private base stations and non-private base stations are not contained in the base station-subway station mapping table.
4. The method for calculating the real-time riding status of subway passengers based on mobile phone signaling according to claim 3, wherein the step S3: based on finite state machine theory, a riding state set and a state transition set are set, and at any moment, a user is in one state of the riding state set and is only in one state of the riding state set, and the real-time riding state of the user is updated by utilizing the base station-subway station mapping table and signaling data of the user, and the method specifically comprises the following steps:
step S31: the setting of the user riding state set comprises: empty, waiting, low confidence ride, signaling miss ride; wherein, empty indicates that the user is not in the subway system; waiting, which means that a user stays at a certain subway station; the low confidence riding indicates that the signaling sequence of the user is matched with a section of subway line, but because the section of line lacks a special base station with high confidence, the probability that the user is misjudged to be a subway trip is higher; riding, which means that a user rides on a certain subway line; the lack of signaling is taken advantage of, which means that the user takes a bus on a certain subway line before taking the bus, and then the lack of signaling occurs, and the user may still take the bus at present;
step S32: setting the user state transition set includes: the method comprises the steps of transferring from empty to waiting, transferring from waiting to empty, transferring from waiting to waiting, transferring from waiting to low-confidence taking a vehicle, transferring from waiting to taking a vehicle, transferring from low-confidence taking a vehicle to empty, transferring from low-confidence taking a vehicle to low-confidence taking a vehicle, transferring from low-confidence taking a vehicle to waiting, transferring from low-confidence taking a vehicle to taking a vehicle the low confidence level riding is transferred to riding, the riding is transferred to the empty, the riding is transferred to the waiting, the riding is transferred to the riding from the riding, the riding is transferred to the signaling missing riding, the signaling missing riding is transferred to the empty, the signaling missing riding is transferred to the waiting, and the signaling missing riding is transferred to the riding;
step S33: except for the empty state, when the user is in each state, the user has an expiration time, and when the expiration time is up, the state where the user is in is automatically transferred, which specifically comprises:
step S331: the waiting is transferred to be empty: in the set longest waiting time, no new signaling data are generated;
step S332: transitioning to empty by low confidence ride: no new signaling data is generated within a set maximum time required for boarding from the last subway station to the next station;
step S333: transitioning from ride to signaling-missing ride: no new signaling data is generated within a set maximum time required for boarding from the last subway station to the next station;
step S334: transitioning to null by signaling miss ride: in the set longest signaling missing time, no new signaling data is generated;
step S34: the structure of the constructed signaling data is as follows: user ID, base station ID, timestamp; when receiving a piece of signaling data, extracting a base station ID in the signaling data, acquiring a station ID corresponding to the base station from the base station-subway station mapping table, and constructing a station set; combining the signaling data and the riding state of the user to finish the transfer of the riding state of the related user, and specifically comprises the following steps:
step S341: transferring from empty to waiting: the received signaling data come from the private base station, and indicate that a user arrives near a subway station corresponding to the private base station;
step S342: the waiting is transferred to be empty: the received signaling data come from the non-private base station, and the number of the signaling reaches a preset threshold value, which indicates that the user has left the subway station;
step S343: transitioning from waiting to low confidence ride: the received signaling data come from the private base station, the corresponding station is not a waiting station, the corresponding signaling interval time can be used for reaching the station from the waiting station, and the waiting station and the station are marked as private base stations with lack of high confidence;
step S344: the waiting is transferred into riding: the received signaling data come from the private base station, the corresponding station is not a waiting station, the corresponding signaling interval time can be used for reaching the station from the waiting station, and the waiting station and the station are not marked as private base stations lack of high confidence;
step S345: transitioning to empty by low confidence ride and transitioning to empty by ride: the received signaling data come from the non-private base station, and the signaling from the private base station of the next station of the last subway station is not received within a preset time, which indicates that the user has left the subway station and does not arrive at the next station within the expected time;
step S346: transferring from low confidence ride to waiting and from ride to waiting: (1) The received signaling data come from the private base station of the last subway station passing by, and the corresponding signaling interval time reflects that the residence time of the user at the station reaches a preset threshold value; (2) The received signaling data come from the private base station of other subway stations, and the last station passing through can not reach the subway station in the corresponding signaling interval time;
step S347: the waiting is self-transferred into waiting: (1) The received signaling data come from the non-private base station, and the number of the signaling does not reach a preset threshold value, which indicates that the signaling is normal; (2) The received signaling data come from a private base station of a waiting station, and the signaling data indicate that a user is still waiting at the subway station; (3) The received signaling data come from private base stations of other subway stations, but cannot reach the station from the waiting station within the corresponding signaling interval time;
step S348: self-transitioning from low confidence to low confidence ride and from ride to ride: (1) The received signaling data come from the non-private base station, and the corresponding signaling interval time is within the longest time expected to reach the next station, and may originate from the communication between the user and the base station near the subway line in the process of riding to the next station; (2) The received signaling data come from the private base station of the last subway station, and the corresponding signaling interval time reflects that the residence time of the user at the station does not reach a preset threshold; (3) The received signaling data come from the private base station of other subway stations, and the last subway station passing by can reach the station in the corresponding signaling interval time;
step S349: transitioning from low confidence ride to ride: the method has the advantages that a plurality of different subway stations are continuously passed, and misjudgment of a subway line section caused by lack of a high-confidence private base station is fully eliminated;
step S3410: switching to null by signaling absence ride: the received signaling data come from the non-private base station, and indicate that the user appears outside the subway system after the signaling of the preset time is lost;
step S3411: switching from signal missing riding to waiting: the received signaling data come from the private base station, and the last subway station passing through can not reach the station in the corresponding signaling interval time;
step S3412: switching from a signal-missing ride to a ride: the received signaling data come from the private base station, and the last subway station can reach the station in the corresponding signaling interval time.
5. The subway passenger real-time riding state calculating system based on the mobile phone signaling is characterized by comprising the following modules:
the subway operation data acquisition module is used for acquiring subway operation data, including subway line description information data, subway station description information data and subway line topological structure data;
a base station-subway station mapping table module is constructed and used for identifying a special base station according to base station position parameter data provided by an operator and constructing a base station-subway station mapping table;
and the real-time riding state updating module is used for setting a riding state set and a state transition set based on finite state machine theory, and updating the real-time riding state of the user by utilizing the base station-subway station mapping table and the signaling data of the user when the user is in one state of the riding state set at any moment.
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