CN111178766B - Bus operation reliability evaluation method and device and electronic equipment - Google Patents
Bus operation reliability evaluation method and device and electronic equipment Download PDFInfo
- Publication number
- CN111178766B CN111178766B CN201911409014.8A CN201911409014A CN111178766B CN 111178766 B CN111178766 B CN 111178766B CN 201911409014 A CN201911409014 A CN 201911409014A CN 111178766 B CN111178766 B CN 111178766B
- Authority
- CN
- China
- Prior art keywords
- shift
- bus
- running
- calculating
- arrival
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000011156 evaluation Methods 0.000 title claims abstract description 114
- 238000000034 method Methods 0.000 claims abstract description 54
- 238000013459 approach Methods 0.000 claims abstract description 36
- 230000000875 corresponding effect Effects 0.000 claims description 43
- 238000004364 calculation method Methods 0.000 claims description 32
- 238000004891 communication Methods 0.000 claims description 8
- 230000002596 correlated effect Effects 0.000 claims description 8
- 238000012854 evaluation process Methods 0.000 description 14
- 230000008569 process Effects 0.000 description 11
- 230000008901 benefit Effects 0.000 description 5
- 238000004422 calculation algorithm Methods 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 230000002123 temporal effect Effects 0.000 description 3
- 238000012549 training Methods 0.000 description 3
- 238000004590 computer program Methods 0.000 description 2
- 238000012545 processing Methods 0.000 description 2
- 230000008859 change Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 239000003814 drug Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000003287 optical effect Effects 0.000 description 1
- 230000008520 organization Effects 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 238000012795 verification Methods 0.000 description 1
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
- G06Q10/063—Operations research, analysis or management
- G06Q10/0639—Performance analysis of employees; Performance analysis of enterprise or organisation operations
- G06Q10/06393—Score-carding, benchmarking or key performance indicator [KPI] analysis
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/40—Business processes related to the transportation industry
Landscapes
- Business, Economics & Management (AREA)
- Human Resources & Organizations (AREA)
- Engineering & Computer Science (AREA)
- Strategic Management (AREA)
- Economics (AREA)
- General Business, Economics & Management (AREA)
- Development Economics (AREA)
- Marketing (AREA)
- Tourism & Hospitality (AREA)
- Physics & Mathematics (AREA)
- Entrepreneurship & Innovation (AREA)
- General Physics & Mathematics (AREA)
- Educational Administration (AREA)
- Theoretical Computer Science (AREA)
- General Health & Medical Sciences (AREA)
- Health & Medical Sciences (AREA)
- Primary Health Care (AREA)
- Game Theory and Decision Science (AREA)
- Operations Research (AREA)
- Quality & Reliability (AREA)
- Traffic Control Systems (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
Abstract
The invention discloses a method, a device and electronic equipment for evaluating the reliability of bus operation, which are applied to the technical field of public transportation management and mainly aim at solving the problem that the accuracy of the current bus operation reliability evaluation is easily affected, and mainly comprise the following steps: determining an evaluation range; acquiring bus operation data corresponding to the evaluation range; according to bus operation data, a common arrival station set among each class is determined, and departure intervals among the classes and arrival intervals of each class approach station are calculated; calculating the running time deviation of each shift from the previous shift at each approach site according to the co-arrival site set, the departure interval and the arrival interval; calculating an average run time offset from the plurality of run time offsets; and calculating the bus running reliability score corresponding to the evaluation range through a preset reliability scoring formula and average running time deviation, and determining an evaluation result based on the reliability score. The invention is used for evaluating the bus running reliability.
Description
Technical Field
The invention relates to the technical field of public transportation management, in particular to a method and a device for evaluating bus running reliability and electronic equipment.
Background
With the continuous development of society, urban population is greatly increased, the number of people-average automobile conservation is increased, and the traffic load of cities is increased. In order to relieve the pressure of urban traffic, buses, light rails and subways are used as representative urban public traffic, and the urban traffic running pressure can be greatly relieved, so that the urban traffic is gradually changed into a good medicine for improving traffic jam conditions in various areas and cities. Compared with the high organization of rail traffic such as subways and light rails, the ground buses are more easily influenced by factors such as weather conditions and road conditions due to the openness of the running environment, so that the running reliability is relatively poor. Meanwhile, the bus running reliability is an important index for measuring the bus service level and is also an important influencing factor of the bus attraction, so that the bus running reliability is evaluated, and the bus attraction is important for measuring the bus service level and judging the bus attraction.
At present, in the verification process of the existing test case, the positive point rate is generally adopted as a main index for evaluating the running reliability of the bus, so that the arrival time of the bus is required to be compared with the planned arrival time of the departure schedule in the evaluation process, and whether the bus arrives at the station on time or not is determined. However, in practical applications, in calculating the positive rate through the departure schedule, depending on the accuracy of the departure schedule, when the bus company temporarily fluctuates a day or a departure time of a certain period, the accuracy of the original departure schedule is affected, for example, during the weather of rain or snow, spring or during a full meeting, the bus company temporarily adjusts the departure schedule of each line. In this way, the accuracy of the positive point rate calculated based on the departure schedule is affected due to the change of the departure schedule, so that the accuracy of the evaluation result of the bus operation reliability is affected.
Disclosure of Invention
In view of the above, the invention provides a method and a device for evaluating the running reliability of a bus and electronic equipment, and aims to solve the problem that the accuracy of the existing process for evaluating the running reliability of the bus is easily affected.
In order to achieve the above object, according to a first aspect of the present invention, there is provided a method for evaluating bus running reliability, comprising:
Determining an evaluation range, wherein the evaluation range comprises a time range and a space range;
Acquiring bus running data corresponding to the evaluation range, wherein the bus running data comprises running shifts, approach stations of each running shift, arrival time of each shift to each approach station and first stop departure time of each shift;
according to the bus running data, a common arrival station set among each shift is determined, and a departure interval among each shift and an arrival interval of each shift approach station are calculated;
Calculating the running time deviation of each shift from the previous shift at each approach site according to the co-arrival site set, the departure interval and the arrival interval;
calculating an average run time offset from a plurality of said run time offsets;
and calculating a bus running reliability score corresponding to the evaluation range through a preset reliability scoring formula and the average running time deviation, and determining an evaluation result based on the reliability score.
Optionally, the time range is at least greater than twice the departure interval, and the space range includes at least one bus line.
Optionally, the determining the co-arrival station set between each shift according to the bus running data, and calculating a departure interval between each shift and an arrival interval of each shift approach station, includes:
determining a plurality of shifts involved in the bus running data, and determining a site set jointly passed by a target shift and a previous shift in the plurality of shifts according to the site of each shift path;
The departure interval and the arrival interval of each shift route site are calculated for each shift in the plurality of shifts.
Optionally, the bus running data further includes: weight association information;
Before said calculating an average run-time offset from a plurality of said run-time offsets, said method further comprises:
determining weight variable parameters according to the weight association information;
said calculating an average run time offset from a plurality of said run time offsets, comprising:
And calculating an average running time deviation according to the weight variable parameter and a plurality of running time deviations.
Optionally, the weight related information includes the number of boarding and disembarking persons;
the determining the weight variable parameter according to the weight association information comprises the following steps:
Calculating the weight variable parameter according to the number of boarding vehicles and the number of alighting vehicles through a preset weight calculation formula, wherein the weight calculation formula comprises:
Where q ij is a weight variable parameter of class i at site j, a ij is the boarding flow of class i at site j, and b ij is the alighting flow of class i at site j.
Optionally, the calculating an average running time deviation according to the weight variable parameter and the running time deviations includes:
Calculating the average running time deviation of the running time deviation and the weight variable parameter by a preset average running time deviation formula;
The preset average run time deviation formula includes:
Wherein d is the average running time deviation, q ij is the weight variable parameter, and o ij is the running time deviation in the corresponding time range; the value range of i is all running shifts except the first shift car of each line in the time range, and the value range of j is the non-first co-arrival site of each shift and the previous shift in a plurality of shifts corresponding to the space range.
Optionally, the preset reliability scoring formula includes:
D is the average running time deviation of the corresponding evaluation range, and d is E [0, + ]; s is the reliability score, s epsilon (0, 100), and the score of the reliability score s is positively correlated with the quality of the evaluation result.
According to a second aspect of the present invention, the present invention also provides an evaluation device for bus running reliability, including:
a first determining unit configured to determine an evaluation range, the evaluation range including a time range and a space range;
The bus operation data comprises operation shifts, approach stations of each operation shift, arrival time of each shift to each approach station and first stop departure time of each shift;
the first calculation unit is used for determining a common arrival station set among each shift according to the public transportation operation data, and calculating departure intervals among the shifts and arrival intervals of stations of each shift path;
The second calculation unit is used for calculating the running time deviation of each shift from the previous shift at each approach site according to the co-arrival site set, the departure interval and the arrival interval;
a third calculation unit configured to calculate an average running time deviation from a plurality of the running time deviations;
And the second determining unit is used for calculating the bus running reliability score corresponding to the evaluation range through a preset reliability scoring formula and the average running time deviation, and determining an evaluation result based on the reliability score.
Optionally, the time range is at least greater than twice the departure interval, and the space range includes at least one bus line.
Optionally, the first computing unit includes:
the determining module is used for determining a plurality of shifts related in the bus running data and determining a site set jointly passed by a target shift and a previous shift in the plurality of shifts according to the site of each shift path;
and the calculation module is used for calculating the departure interval and the arrival interval of each shift path station for each shift in the plurality of shifts respectively.
Optionally, the bus running data further includes: weight association information;
The apparatus further comprises:
a third determining unit, configured to determine a weight variable parameter according to the weight association information;
The third calculation unit is specifically configured to calculate an average running time deviation according to the weight variable parameter and a plurality of running time deviations.
Optionally, the weight related information includes the number of boarding and disembarking persons;
The third determining unit is specifically configured to calculate the weight variable parameter according to the number of boarding vehicles and the number of alighting vehicles by using a preset weight calculation formula, where the weight calculation formula includes:
Where q ij is a weight variable parameter of class i at site j, a ij is the boarding flow of class i at site j, and b ij is the alighting flow of class i at site j.
Optionally, the third calculating unit is further specifically configured to calculate, by presetting an average running time deviation formula, an average running time deviation for the running time deviation and the weight variable parameter;
The preset average run time deviation formula includes:
Wherein d is the average running time deviation, q ij is the weight variable parameter, and o ij is the running time deviation in the corresponding time range; the value range of i is all running shifts except the first shift car of each line in the time range, and the value range of j is the non-first co-arrival site of each shift and the previous shift in a plurality of shifts corresponding to the space range.
Optionally, the preset reliability scoring formula includes:
D is the average running time deviation of the corresponding evaluation range, and d is E [0, + ]; s is the reliability score, s epsilon (0, 100), and the score of the reliability score s is positively correlated with the quality of the evaluation result.
According to a third aspect of the present invention, there is provided an electronic device comprising a memory, a processor and a communication bus;
The memory is in communication connection with the processor through the communication bus;
the memory stores computer executable instructions, and the processor is configured to execute the computer executable instructions, so as to implement the method for evaluating bus running reliability provided in the first aspect of the present invention.
According to a fourth aspect of the present invention, there is provided a computer readable storage medium storing computer executable instructions which, when executed, are adapted to carry out the method of evaluating bus running reliability provided in the first aspect of the present invention.
Compared with the prior art that the accuracy is easily affected in the process of evaluating the bus running reliability, the method and the device for evaluating the bus running reliability can determine the evaluation range; then acquiring bus running data corresponding to the evaluation range; then, according to the bus running data, a common arrival station set among each shift is determined, and a departure interval among each shift and an arrival interval of each shift approach station are calculated; then, calculating the running time deviation of each shift from the previous shift at each approach site according to the co-arrival site set, the departure interval and the arrival interval; calculating an average running time deviation according to the running time deviations; and finally, calculating a bus operation reliability score corresponding to an evaluation range through a preset reliability scoring formula and the average operation time deviation, and determining an evaluation result based on the reliability score, so that an evaluation result of the target bus operation reliability is obtained. Meanwhile, based on the running time deviation determined by the arrival interval and the departure interval in the evaluation process, equipment such as a control gate and the like can be arranged at a station in the evaluation process, and the cost is saved. In addition, the invention calculates the score to evaluate based on the running time deviation, can quantify the evaluation result, ensures that the evaluation result is more accurate, simultaneously ensures that the calculation complexity is lower during the evaluation, avoids the training process during the evaluation by using a machine algorithm and a model thereof, simplifies the calculation difficulty of the evaluation process, and has higher evaluation efficiency.
The foregoing description is only an overview of the present invention, and is intended to be implemented in accordance with the teachings of the present invention in order that the same may be more clearly understood and to make the same and other objects, features and advantages of the present invention more readily apparent.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to designate like parts throughout the figures.
Fig. 1 is a flowchart of an implementation of a method for evaluating bus running reliability according to an embodiment of the present application;
FIG. 2 is a flowchart of another method for evaluating bus operation reliability according to an embodiment of the present application;
Fig. 3 is a schematic structural diagram of an evaluation device for bus running reliability according to an embodiment of the present application;
Fig. 4 is a schematic structural diagram of another bus running reliability evaluation device according to an embodiment of the present application;
fig. 5 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
The embodiment of the invention provides a method for evaluating the running reliability of buses, which is shown in fig. 1 and comprises the following steps:
101. and determining an evaluation range.
Wherein the evaluation range includes a temporal range and a spatial range.
In the embodiment of the invention, the time range is a time period required to be evaluated, and the time period is generally required to be more than two departure interval time periods, so that the accuracy of a subsequent evaluation result is ensured. Meanwhile, the space range can be understood as a specific line length selected by a line to be evaluated, and of course, the space range at least comprises one bus running line, can also be a part of the bus running line, is not limited herein, and can be determined according to the evaluation requirement.
102. And acquiring bus running data corresponding to the evaluation range.
The bus running data comprise running shifts, approach stations of each running shift, arrival time of each shift to each approach station and first stop departure time of each shift.
When the evaluation range is determined in the foregoing step 101, it is described that a certain line or lines within a certain period of time corresponding to the evaluation need to be determined. In this step, corresponding bus running data can be determined based on the evaluation range. The bus running data can be understood as historical data containing a plurality of parameter data such as running shifts, approach stops, arrival times, departure times and the like. It should be noted that, the bus running data includes, but is not limited to, the above-mentioned various parameter data, and may also include other needed parameter data according to the requirement in the subsequent evaluation process, for example, parameters of the number of people getting on or off each shift in the approach station.
103. And determining a common arrival station set among each class according to the bus running data, and calculating the departure interval among the classes and the arrival interval of each class approach station.
The departure interval is the difference between arrival time of two adjacent bus running shifts at the first co-arrival station (the first arrival time can also be called departure time), and each shift has only one departure interval with the previous shift; the arrival interval is the difference between arrival times of two adjacent bus running shifts at each co-arrival station (except the first station), and each shift and the previous shift can have a plurality of arrival intervals. For example, the route a in the bus running data determined in the foregoing step includes two shifts, which are shift 1 and shift 2, respectively, and the stations traversed by shift 1 are station 1, station 2, and station 3; the stations passed by shift 2 are stations 2 and 3. It is necessary to determine in this step that the set of sites that the two shifts have arrived together is [ site 2, site 3]. Meanwhile, calculating a difference value according to the arrival time of the shift 2 at the station 3 and the arrival time of the shift 1 at the station 3 to obtain the arrival interval of the two shifts at the station 3; meanwhile, the departure intervals of the two shifts are obtained by calculating the difference between the arrival time of the shift 2 at the first co-arrival site (site 2) and the arrival time of the shift 1 at the first co-arrival site (site 2).
104. And calculating the running time deviation of each shift from the previous shift at each approach site according to the co-arrival site set, the departure interval and the arrival interval.
In an ideal case, the running time of buses on the same line between two stations should be the same, i.e. the arrival interval and the departure interval of buses on adjacent shifts at each station should be the same, but since the operation of the buses is affected by factors such as a jam, an accident, rain and snow weather, etc., when the two have deviation values, the condition of the operation of the buses can be reflected, so that the departure interval and the arrival interval can be obtained based on the previous steps in this step to determine the running time deviation between each two adjacent shifts.
For example, when the departure interval a of the shift 2 and the shift 1 at the station 2 and the arrival interval B at the station 3 are determined, the difference calculation may be performed between the arrival interval B and the departure interval a, thereby obtaining the running time deviation at the station 3.
105. And calculating an average running time deviation according to a plurality of the running time deviations.
Based on the method in step 104, since the evaluation range may correspond to multiple shifts and multiple sites in multiple lines, the method in step 104 can calculate the running time deviations of multiple adjacent shifts at different sites, so that in this step, the average running time deviation needs to be calculated by performing the average calculation on the running time deviations.
106. And calculating a bus running reliability score corresponding to the evaluation range through a preset reliability scoring formula and the average running time deviation, and determining an evaluation result based on the reliability score.
When the average running time deviation of the corresponding evaluation range is obtained in step 105, it is described that the average running time deviation of the bus of the line required to be evaluated by the user in a certain time period is determined, and because the average running time deviation can reflect the running condition of the bus line, a preset reliability scoring formula can be adopted, the average running time deviation is utilized to score, and the evaluation result corresponding to the current evaluation range is judged based on the score.
Compared with the prior art that the accuracy is easily affected in the process of evaluating the bus running reliability, the method for evaluating the bus running reliability can determine the evaluation range firstly; then acquiring bus running data corresponding to the evaluation range; then, according to the bus running data, a common arrival station set among each shift is determined, and a departure interval among each shift and an arrival interval of each shift approach station are calculated; then, calculating the running time deviation of each shift from the previous shift at each approach site according to the co-arrival site set, the departure interval and the arrival interval; calculating an average running time deviation according to the running time deviations; and finally, calculating a bus operation reliability score corresponding to an evaluation range through a preset reliability scoring formula and the average operation time deviation, and determining an evaluation result based on the reliability score, so that an evaluation result of the target bus operation reliability is obtained. Meanwhile, based on the running time deviation determined by the arrival interval and the departure interval in the evaluation process, equipment such as a control gate and the like can be arranged at a station in the evaluation process, and the cost is saved. In addition, the invention calculates the score to evaluate based on the running time deviation, can quantify the evaluation result, ensures that the evaluation result is more accurate, simultaneously ensures that the calculation complexity is lower during the evaluation, avoids the training process during the evaluation by using a machine algorithm and a model thereof, simplifies the calculation difficulty of the evaluation process, and has higher evaluation efficiency.
Further, according to the method shown in fig. 1, another embodiment of the present invention further provides a method for evaluating the reliability of bus operation, so as to further refine and describe the foregoing example, and specifically, as shown in fig. 2, the method mainly includes:
201. And determining an evaluation range.
Wherein the evaluation range includes a temporal range and a spatial range.
Specifically, since the bus running reliability needs to judge the bus running condition within a certain time, in order to ensure the accuracy of the evaluation result, the time range is at least greater than twice the departure interval, and the space range at least comprises one bus line, so that the operation data of enough shifts can be ensured to evaluate in the subsequent evaluation process.
For example, the evaluation range is line A full line on day 5:45-6:45.
202. And acquiring bus running data corresponding to the evaluation range.
The bus running data comprise running shifts, approach stations of each running shift, arrival time of each shift to each approach station and first stop departure time of each shift.
Furthermore, since the shift operation is affected by conditions such as weather and road congestion, and the internal conditions of bus operation such as boarding and alighting personnel, in order to facilitate the accuracy of subsequent evaluation, the influence of the internal conditions of bus operation needs to be considered when the bus operation data is acquired, so in the embodiment of the invention, the bus operation data can also include the association information required by subsequent weight, namely, the weight association information, and the specific weight association information can include the number of boarding vehicles and the number of alighting vehicles.
Therefore, according to the above method, when bus operation data corresponding to the evaluation range is acquired, it is possible to show the following example, for example:
When the evaluation range is 12 months 15 days 5:45-6:45, acquiring bus running data of the line A in the corresponding 12 months 15 days 5:45-6:45 from the historical data, wherein the bus running data can be specifically:
And identifying the bus running data according to the shifts, and extracting arrival time t, the number of boarding persons a and the number of alighting persons b of each shift to each station. The statistics shows that there are 3 shifts in the evaluation range, wherein the operation interval of shift 1 and shift 2 is from site 1 to site 7, and the operation interval of shift 3 is from site 3 to site 7, and the specific examples are shown in table 1 below.
TABLE 1
203. And determining a common arrival station set among each class according to the bus running data, and calculating the departure interval among the classes and the arrival interval of each class approach station.
Specifically, the step may include: firstly, determining a plurality of shifts involved in the bus running data, and determining a site set jointly passed by a target shift and a previous shift in the plurality of shifts according to the site of each shift path; then, a departure interval and an arrival interval for each shift route site are calculated for each of the plurality of shifts, respectively.
Here, as shown in the above example, the present step is specifically performed as follows:
A. Calculating a co-arrival site set M of each shift and the previous shift, wherein M is an intersection set of the calculated shift arrival site set and the previous shift arrival site set, the co-arrival site set of the shift i and the previous shift i-1 is recorded as M i, and the first co-arrival site of the shift i and the previous shift i-1 is recorded as M i, wherein the value range of i is all operation shifts except the first shift car of each line in the evaluation range;
B. calculating departure time interval f of each shift, recording departure time interval f i of shift i and previous shift i-1,
C. Calculating arrival time intervals s of each shift and the previous shift at each station, and recording arrival time intervals of the shift i and the previous shift i-1 at a station j as s ij,sij＝tij-t(i-1)j, wherein the value range of i is all running shifts except the first shift car of each line in the evaluation range, and the value range of j is that the shift i and the non-first arrival station of the previous shift i-1 jointly, namely j epsilon M i and j not equal to M i;
according to the bus running data described in table 1, the result of the arrival interval after the step is performed according to the above a-C can be shown in the following table 2:
TABLE 2 calculation results of the arrival interval
In addition, according to the above execution process, the departure interval of the non-first shift vehicle can be obtained similarly, the departure interval of shift 2 and the previous shift (shift 1) is 9 minutes, and the departure interval of shift 3 and the previous shift (shift 2) is 10 minutes.
204. And calculating the running time deviation of each shift from the previous shift at each approach site according to the co-arrival site set, the departure interval and the arrival interval.
Specifically, the method comprises the following steps: and calculating a difference value according to the arrival interval and the departure interval to obtain the running time deviation of each shift from the previous shift at each station.
Taking an example of the foregoing steps as an example, for example, the running time deviation of each shift from the previous shift at each station is calculated from the departure interval table and the arrival interval table obtained in the foregoing steps, that is, the arrival interval s and the departure interval f in table 2 are substituted into the formula o ij＝sij-fi, the running time deviation o of each shift from the previous shift at each station is calculated, and the calculation results are shown in the following table 3.
TABLE 3 Table 3
In this case, since no other shift is involved before shift 1 in the evaluation range, it is not necessary to calculate the departure interval and the arrival interval of shift 1 when determining the departure interval and the arrival interval. Therefore, there is no need to calculate the run-time offset for shift 1 in this step either.
205. And determining weight variable parameters according to the weight association information.
When determining the weight variable parameter, the step may specifically be: calculating the weight variable parameter according to the number of boarding vehicles and the number of alighting vehicles through a preset weight calculation formula, wherein the weight calculation formula comprises:
Where q ij is a weight variable parameter of class i at site j, a ij is the boarding flow of class i at site j, and b ij is the alighting flow of class i at site j.
For example, according to the method of this step, the weight variable parameter of shift 2 at the station 3 may be that the number of boarding vehicles (3) and the number of alighting vehicles (4) are brought into the above formula to obtain the weight variable parameter q 23 = (3+4)/2=3.5. In this way, the weight variable parameters of each shift at each site are calculated according to table 3 obtained in the previous step, as shown in the following table 4 of the obtained run time deviation and the corresponding weight variable parameters:
TABLE 4 Table 4
206. And calculating an average running time deviation according to a plurality of the running time deviations.
In the actual evaluation process, the influence of internal factors during bus operation, such as passenger flow (number of passengers on bus and number of passengers off bus), can be also present, so that the internal factors during operation can be determined as weight variables for comprehensive evaluation in the evaluation process. Specifically, the method comprises the following steps: and calculating an average running time deviation according to the weight variable parameter and a plurality of running time deviations.
Specifically, the method comprises the following steps: calculating the average running time deviation of the running time deviation and the weight variable parameter by a preset average running time deviation formula;
Wherein the preset average running time deviation formula includes:
Wherein d is the average running time deviation, q ij is the weight variable parameter, and o ij is the running time deviation in the corresponding time range; the value range of i is all running shifts except the first shift car of each line in the time range, and the value range of j is the non-first co-arrival site of each shift and the previous shift in a plurality of shifts corresponding to the space range.
For example, according to the method of the step shown in the foregoing step table 4, after the weight variable parameters of the shift 2 and the shift 3 at each site are counted respectively, and the running time deviation of the shift 2 and the shift 3 at each site is determined, the running time deviation can be substituted into the foregoing preset average running time deviation formula, so as to obtain an average running time deviation of 1.91 minutes. Thus, the line A is full in the period of 5:45-6:45, and the average running time deviation under the weight influence caused by the number of passengers getting on or off is 1.91 minutes.
207. And calculating a bus running reliability score corresponding to the evaluation range through a preset reliability scoring formula and the average running time deviation, and determining an evaluation result based on the reliability score.
The preset reliability scoring formula comprises the following steps:
D is the average running time deviation of the corresponding evaluation range, and d is E [0, + ]; s is the reliability score, s epsilon (0, 100), and the score of the reliability score s is positively correlated with the quality of the evaluation result.
For example, when the average running time deviation obtained in the foregoing step is 1.91 minutes, the calculation may be performed by the preset reliability scoring formula, and since 1.91 is located in the region where d is 6 or less, the calculation is performed by the third part (100-10 d) in the formula, so that the evaluation score is 80.9 minutes, and since the score is positively correlated with the quality of the evaluation result, the evaluation result may be determined to be superior according to the evaluation score.
Of course, in practical application, the determination of the reliability score and the evaluation result may also be determined by a plurality of preset intervals, for example, five evaluation results of "excellent", "good", "medium", "and" bad "may be set, and the corresponding reliability scores are respectively: preferably (s.gtoreq.80), good (80 > s.gtoreq.60), medium (60 > s.gtoreq.40), and poor (40 > s.gtoreq.20), the difference (20 > s.gtoreq.0), so that when the reliability score is 66.3, the evaluation result can be determined to be good according to the above-mentioned judgment section. Here, the specific determination method for the evaluation result may include, but is not limited to, the above method, and it is only necessary to ensure that the evaluation result and the reliability score are positively correlated.
Further, according to the above method embodiment, another embodiment of the present invention further provides an apparatus for evaluating bus running reliability, as shown in fig. 3, where the apparatus includes:
A first determining unit 31 operable to determine an evaluation range including a temporal range and a spatial range;
An obtaining unit 32, configured to obtain bus running data corresponding to the evaluation range determined by the first determining unit 31, where the bus running data includes a running shift, a route station of each running shift, an arrival time of each shift at each route station, and a first stop departure time of each shift;
The first calculating unit 33 may be configured to determine a set of co-arrival stations between each shift according to the bus running data acquired by the acquiring unit 32, and calculate a departure interval between each shift and an arrival interval of each shift approach station;
A second calculating unit 34, configured to calculate a run time deviation of each shift from a previous shift at each route site according to the calculated co-arrival site set, the departure interval, and the arrival interval by the first calculating unit 33;
A third calculation unit 35 operable to calculate an average running time deviation from the plurality of running time deviations calculated by the second calculation unit 34;
The second determining unit 36 may be configured to calculate a bus running reliability score corresponding to the evaluation range by presetting a reliability scoring formula and the average running time deviation calculated by the third calculating unit 35, and determine an evaluation result based on the reliability score.
Further, as shown in fig. 4, the time range is at least greater than twice the departure interval, and the space range includes at least one bus line.
Further, as shown in fig. 4, the first calculating unit 33 includes:
the determining module 331 may be configured to determine a plurality of shifts involved in the bus running data, and determine a set of stations that a target shift and a previous shift jointly pass through in the plurality of shifts according to a station of each shift route;
A calculating module 332, configured to calculate a departure interval and an arrival interval of each shift route station for each of the plurality of shifts determined by the determining module 331.
Further, as shown in fig. 4, the bus running data further includes: weight association information;
The apparatus further comprises:
a third determining unit 37 operable to determine a weight variable parameter from the weight association information;
the third calculating unit 35 may specifically be configured to calculate an average running time deviation according to the weight variable parameter determined by the third determining unit 37 and a plurality of the running time deviations.
Further, as shown in fig. 4, the weight related information includes the number of boarding vehicles and the number of alighting vehicles;
the third determining unit 37 may be specifically configured to calculate the weight variable parameter according to the number of boarding vehicles and the number of alighting vehicles by using a preset weight calculation formula, where the weight calculation formula includes:
Where q ij is a weight variable parameter of class i at site j, a ij is the boarding flow of class i at site j, and b ij is the alighting flow of class i at site j.
Further, as shown in fig. 4, the third calculating unit 35 may be further specifically configured to calculate an average running time deviation for the running time deviation and the weight variable parameter by presetting an average running time deviation formula;
The preset average run time deviation formula includes:
Wherein d is the average running time deviation, q ij is the weight variable parameter, and o ij is the running time deviation in the corresponding time range; the value range of i is all running shifts except the first shift car of each line in the time range, and the value range of j is the non-first co-arrival site of each shift and the previous shift in a plurality of shifts corresponding to the space range.
Further, as shown in fig. 4, the preset reliability scoring formula includes:
D is the average running time deviation of the corresponding evaluation range, and d is E [0, + ]; s is the reliability score, s epsilon (0, 100), and the score of the reliability score s is positively correlated with the quality of the evaluation result.
Compared with the prior art, the device for evaluating the bus running reliability, which is provided by the embodiment of the invention, has the advantages that the accuracy is easy to influence in the process of evaluating the bus running reliability, and the evaluation range can be determined firstly; then acquiring bus running data corresponding to the evaluation range; then, according to the bus running data, a common arrival station set among each shift is determined, and a departure interval among each shift and an arrival interval of each shift approach station are calculated; then, calculating the running time deviation of each shift from the previous shift at each approach site according to the co-arrival site set, the departure interval and the arrival interval; calculating an average running time deviation according to the running time deviations; and finally, calculating a bus operation reliability score corresponding to an evaluation range through a preset reliability scoring formula and the average operation time deviation, and determining an evaluation result based on the reliability score, so that an evaluation result of target bus operation reliability is obtained. Meanwhile, based on the running time deviation determined by the arrival interval and the departure interval in the evaluation process, equipment such as a control gate and the like can be arranged at a station in the evaluation process, and the cost is saved. In addition, the invention calculates the score to evaluate based on the running time deviation, can quantify the evaluation result, ensures that the evaluation result is more accurate, simultaneously ensures that the calculation complexity is lower during the evaluation, avoids the training process during the evaluation by using a machine algorithm and a model thereof, simplifies the calculation difficulty of the evaluation process, and has higher evaluation efficiency.
Further, according to the above embodiment, another embodiment of the present invention further provides a storage medium, where the storage medium includes a stored program, and when the program runs, the device where the storage medium is controlled to execute the method for evaluating the reliability of bus running as described above.
Further, according to the above embodiment, as shown in fig. 5, another embodiment of the present invention further provides an electronic device 50, as shown in fig. 5, including: a memory 51, a processor 52 and a communication bus 53;
The processor 52 may include at least one of a central processing unit (Central Processing Unit, CPU), a digital signal processor (DIGITAL SIGNAL processor, DSP), a microcontroller (Microcontroller Unit, MCU), an Application SPECIFIC INTEGRATED Circuit (ASIC), or a Field-Programmable gate array (Field-Programmable GATE ARRAY, FPGA).
The memory 51 is communicatively connected to the processor 52 via a communication bus 53;
The memory 51 stores computer executable instructions, and the processor 52 is configured to execute the computer executable instructions to implement the method for evaluating bus running reliability according to any of the alternative embodiments of the present application.
The computer executable instructions may be embodied in the form of software functional units and may be sold or used as a stand-alone product, and the memory 51 may be any form of computer readable storage medium. With such understanding, all or part of the technical solution of the present application may be embodied in the form of a software product, which includes several instructions for causing a computer device, which may be a processor in particular, to perform all or part of the steps of the terminal in the various embodiments of the present application. And the aforementioned computer-readable storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a magnetic disk, or an optical disk, or other various media capable of storing program codes.
It should be noted that, the mobile terminal embodiment provided by the present application has the same or similar effects as the embodiment of the method for evaluating the bus running reliability provided by the present application, and this embodiment is not repeated.
In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.
It will be clear to those skilled in the art that, for convenience and brevity of description, specific working procedures of the above-described systems, apparatuses and units may refer to corresponding procedures in the foregoing method embodiments, which are not described in detail herein.
The algorithms and displays presented herein are not inherently related to any particular computer, virtual system, or other apparatus. Various general-purpose systems may also be used with the teachings herein. The required structure for a construction of such a system is apparent from the description above. In addition, the present invention is not directed to any particular programming language. It will be appreciated that the teachings of the present invention described herein may be implemented in a variety of programming languages, and the above description of specific languages is provided for disclosure of enablement and best mode of the present invention.
In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.
Similarly, it should be appreciated that in the foregoing description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. However, the disclosed method should not be construed as reflecting the intention that: i.e., the claimed invention requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the detailed description are hereby expressly incorporated into this detailed description, with each claim standing on its own as a separate embodiment of this invention.
Those skilled in the art will appreciate that the modules in the apparatus of the embodiments may be adaptively changed and disposed in one or more apparatuses different from the embodiments. The modules or units or components of the embodiments may be combined into one module or unit or component and, furthermore, they may be divided into a plurality of sub-modules or sub-units or sub-components. Any combination of all features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or units of any method or apparatus so disclosed, may be used in combination, except insofar as at least some of such features and/or processes or units are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.
Furthermore, those skilled in the art will appreciate that while some embodiments herein include some features but not others included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention and form different embodiments. For example, in the following claims, any of the claimed embodiments can be used in any combination.
Various component embodiments of the invention may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof. Those skilled in the art will appreciate that a microprocessor or Digital Signal Processor (DSP) may be used in practice to implement some or all of the functions of some or all of the components in a method, apparatus, and electronic device for evaluating bus operational reliability according to embodiments of the present invention. The present invention can also be implemented as an apparatus or an apparatus program (e.g., a computer program and a computer program product) for performing a part or all of the methods described herein. Such a program embodying the present invention may be stored on a computer readable medium, or may have the form of one or more signals. Such signals may be downloaded from an internet website, provided on a carrier signal, or provided in any other form.
It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The use of the words first, second, third, etc. do not denote any order. These words may be interpreted as names.
Claims (6)
1. The method for evaluating the bus running reliability is characterized by comprising the following steps of:
Determining an evaluation range, wherein the evaluation range comprises a time range and a space range, the time range is at least greater than twice of a departure interval, and the space range at least comprises one bus line;
Acquiring bus running data corresponding to the evaluation range, wherein the bus running data comprises running shifts, approach stations of each running shift, arrival time of each shift to each approach station and first stop departure time of each shift; the bus operation data further comprises: weight association information;
According to the bus running data, determining a common arrival station set among each shift, and calculating a departure interval among the shifts and an arrival interval of each shift approach station, wherein the bus running data comprises the following steps: determining a plurality of shifts involved in the bus running data, and determining a site set jointly passed by a target shift and a previous shift in the plurality of shifts according to the site of each shift path; calculating a departure interval and an arrival interval of each shift route site for each shift in the plurality of shifts respectively;
Calculating the running time deviation of each shift from the previous shift at each approach site according to the co-arrival site set, the departure interval and the arrival interval;
determining weight variable parameters according to the weight association information;
calculating an average run-time offset from a plurality of said run-time offsets, comprising:
calculating an average run-time deviation according to the weight variable parameter and a plurality of run-time deviations;
Calculating bus operation reliability scores corresponding to the evaluation ranges through a preset reliability scoring formula and the average operation time deviation, and determining an evaluation result based on the reliability scores;
The preset reliability scoring formula comprises:
D is the average running time deviation of the corresponding evaluation range, and d is E [0, + ]; s is the reliability score, s epsilon (0, 100), and the score of the reliability score s is positively correlated with the quality of the evaluation result.
2. The method of claim 1, wherein the weight-related information includes a number of boarding vehicles and a number of disembarking vehicles;
the determining the weight variable parameter according to the weight association information comprises the following steps:
Calculating the weight variable parameter according to the number of boarding vehicles and the number of alighting vehicles through a preset weight calculation formula, wherein the weight calculation formula comprises:
Where q ij is a weight variable parameter of class i at site j, a ij is the boarding flow of class i at site j, and b ij is the alighting flow of class i at site j.
3. The method of claim 2, wherein said calculating an average run-time bias from said weight variable parameter and a plurality of said run-time biases comprises:
Calculating the average running time deviation of the running time deviation and the weight variable parameter by a preset average running time deviation formula;
The preset average run time deviation formula includes:
Wherein d is the average running time deviation, q ij is the weight variable parameter, and o ij is the running time deviation in the corresponding time range; the value range of i is all running shifts except the first shift car of each line in the time range, and the value range of j is the non-first co-arrival site of each shift and the previous shift in a plurality of shifts corresponding to the space range.
4. An evaluation device for bus operation reliability, comprising:
the first determining unit is used for determining an evaluation range, wherein the evaluation range comprises a time range and a space range, the time range is at least greater than twice of a departure interval, and the space range at least comprises one bus line;
The bus operation data comprises operation shifts, approach stations of each operation shift, arrival time of each shift to each approach station and first stop departure time of each shift; the bus operation data further comprises: weight association information;
the first calculating unit is configured to determine a common arrival station set between each shift according to the bus running data, and calculate a departure interval between each shift and an arrival interval of each shift approach station, where the first calculating unit includes: the determining module is used for determining a plurality of shifts related in the bus running data and determining a site set jointly passed by a target shift and a previous shift in the plurality of shifts according to the site of each shift path; the calculation module is used for calculating the departure interval and the arrival interval of each shift approach site for each shift in the plurality of shifts determined by the determination module;
The second calculation unit is used for calculating the running time deviation of each shift from the previous shift at each approach site according to the co-arrival site set, the departure interval and the arrival interval;
a third determining unit, configured to determine a weight variable parameter according to the weight association information;
A third calculation unit for calculating an average run-time deviation from a plurality of the run-time deviations, comprising: for calculating an average run-time deviation from the weight variable parameter determined by the third determination unit and a plurality of the run-time deviations;
The second determining unit is used for calculating a bus running reliability score corresponding to the evaluation range through a preset reliability scoring formula and the average running time deviation, and determining an evaluation result based on the reliability score;
The preset reliability scoring formula comprises:
D is the average running time deviation of the corresponding evaluation range, and d is E [0, + ]; s is the reliability score, s epsilon (0, 100), and the score of the reliability score s is positively correlated with the quality of the evaluation result.
5. An electronic device comprising a memory, a processor, and a communication bus;
The memory is in communication connection with the processor through the communication bus;
The memory having stored therein computer executable instructions for executing the computer executable instructions to implement the method of any of claims 1-3.
6. A computer readable storage medium storing computer executable instructions which, when executed, are adapted to carry out the method of any one of claims 1-3.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911409014.8A CN111178766B (en) | 2019-12-31 | 2019-12-31 | Bus operation reliability evaluation method and device and electronic equipment |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911409014.8A CN111178766B (en) | 2019-12-31 | 2019-12-31 | Bus operation reliability evaluation method and device and electronic equipment |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111178766A CN111178766A (en) | 2020-05-19 |
| CN111178766B true CN111178766B (en) | 2024-06-14 |
Family
ID=70646437
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911409014.8A Active CN111178766B (en) | 2019-12-31 | 2019-12-31 | Bus operation reliability evaluation method and device and electronic equipment |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111178766B (en) |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101615340A (en) * | 2009-07-24 | 2009-12-30 | 北京工业大学 | Real-time information processing method in the bus dynamic dispatching |
| CN102737500A (en) * | 2012-06-05 | 2012-10-17 | 东南大学 | Method for acquiring arrival interval reliability of urban bus |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06171512A (en) * | 1992-12-10 | 1994-06-21 | Toshiba Chugoku Syst Kaihatsu Kk | Train diagram evaluation device |
| CN103745089A (en) * | 2013-12-20 | 2014-04-23 | 北京工业大学 | Multi-dimensional public transport operation index evaluation method |
| JP6301864B2 (en) * | 2015-03-13 | 2018-03-28 | 株式会社日立製作所 | Evaluation system and operation information evaluation method |
| US20170169373A1 (en) * | 2015-12-14 | 2017-06-15 | Xerox Corporation | System and method for measuring perceived impact of schedule deviation in public transport |
| CN106504516B (en) * | 2016-10-24 | 2019-03-12 | 东南大学 | A kind of multi-form bus dynamic dispatching method based on bus station informationization |
| CN108122078A (en) * | 2017-12-27 | 2018-06-05 | 东南大学 | A kind of evaluation method of transit trip fairness |
| CN108320494B (en) * | 2018-02-01 | 2021-02-09 | 深圳大学 | Bus dynamic scheduling method, storage medium and device |
| CN108805356A (en) * | 2018-06-11 | 2018-11-13 | 苏州规划设计研究院股份有限公司 | Zonule public bus network optimization method and system |
-
2019
- 2019-12-31 CN CN201911409014.8A patent/CN111178766B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101615340A (en) * | 2009-07-24 | 2009-12-30 | 北京工业大学 | Real-time information processing method in the bus dynamic dispatching |
| CN102737500A (en) * | 2012-06-05 | 2012-10-17 | 东南大学 | Method for acquiring arrival interval reliability of urban bus |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111178766A (en) | 2020-05-19 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN112631246B (en) | Test evaluation information determination method, device, equipment and computer storage medium | |
| CN104809878B (en) | Method for detecting abnormal condition of urban road traffic by utilizing GPS (Global Positioning System) data of public buses | |
| CN106530749B (en) | Signal-control crossing queue length estimation method based on single section low frequency detection data | |
| US20180261082A1 (en) | Method and device for processing traffic road information | |
| CN102915637B (en) | Method and system for traffic state evaluation at signal control crossing | |
| CN103440768B (en) | Dynamic-correction-based real-time bus arrival time predicting method | |
| CN103632540B (en) | Based on the major urban arterial highway traffic circulation information processing method of floating car data | |
| CN110310499A (en) | A kind of method and device of ring road speed limit identification | |
| CN112785841B (en) | Method and device for judging congestion state of truck driving route | |
| CN111422202B (en) | Intelligent driving test judging method | |
| CN112712714A (en) | Traffic light timing optimization method and simulation system based on bayonet monitoring equipment | |
| CN109035239A (en) | Road equipment inspection method and vehicle based on automatic Pilot technology | |
| CN107918826A (en) | The driver's evaluation and dispatching method that a kind of driving environment perceives | |
| CN114454878A (en) | Method and device for determining vehicle speed control model training sample | |
| CN110816544B (en) | Driving behavior evaluation method and device, vehicle and Internet of vehicles cloud platform | |
| KR20130092915A (en) | Method for calculating vehicle safety driving index in safety driving index calculating system, method for calculating issurance of vehicle in safety driving index calculating system and safety driving index calculating system using the same | |
| CN111178766B (en) | Bus operation reliability evaluation method and device and electronic equipment | |
| CN106355329A (en) | Method and system for testing sign aligning ability of driver | |
| CN110599089B (en) | Isolation strip position determining method and device, storage medium and electronic equipment | |
| CN116001800B (en) | Vehicle driving risk information acquisition method and device, electronic equipment and medium | |
| CN105608315B (en) | Bus stop safety level of service quantitative evaluation method and system | |
| CN112082519A (en) | Method and device for checking position of ground transponder in rail transit | |
| DE102014106445B3 (en) | Determination and warning of wrongdoers | |
| CN115204755A (en) | Service area access rate measuring method and device, electronic equipment and readable storage medium | |
| CN115796584A (en) | Urban road operation risk checking method and device and electronic equipment |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |