CN117253373A

CN117253373A - Near field communication-based riding arrival reminding method and device, equipment and medium

Info

Publication number: CN117253373A
Application number: CN202311245142.XA
Authority: CN
Inventors: 陈刚; 蒋云皓; 张国栋; 田荣闯
Original assignee: Baweitong Technology Co ltd
Current assignee: Baweitong Technology Co ltd
Priority date: 2023-09-25
Filing date: 2023-09-25
Publication date: 2023-12-19

Abstract

The embodiment of the application provides a method, a device, equipment and a medium for reminding a driver of arrival of a bus based on near field communication. The bus taking and arrival reminding method based on near field communication comprises the following steps: acquiring a first station position of a beacon user, wherein the beacon user is an waiting user who enters a railway station in an effective time length, and the effective time length is the time length of a current time point from a historical time point; comparing whether the first site position and the second site position of the user waiting to get off are the same site or not; if not, calibrating the second site position of the user waiting for getting off as the first site position; and carrying out station arrival reminding on the user waiting for the stop based on the calibrated second station position of the user waiting for the stop. According to the embodiment of the application, the site position of the user to be taken off can be effectively calibrated based on near field communication, the accurate site position after calibration is obtained, and further the user to be taken off can be accurately reminded of the arrival.

Description

Near field communication-based riding arrival reminding method and device, equipment and medium

Technical Field

The application relates to the technical field of near field communication, in particular to a bus arrival reminding method and device based on near field communication, electronic equipment and a computer readable storage medium.

Background

The ride-to-stop reminder is to help passengers prepare in advance before they reach their destination so that they can get off and catch up with other vehicles or make a corresponding schedule. In urban traffic congestion and fast paced life, how to accurately make a ride arrival reminder is very important to passengers.

The existing arrival reminding technology generally adopts a timing reminding mode, which requires passengers to select destinations on an app (Application program of a smart phone) page after getting on the bus and confirm that the passengers have get on the bus (for example, click a [ i am getting on ] button), and then the app calculates the consumed time according to the number of passed stations and starts reminding countdown. Illustratively, 3 stations are required to reach the destination, each station being 3 minutes apart, the countdown time is 3*3-1=8 minutes, one minute in advance to alert the passenger.

However, in a real situation, the interval distance between two adjacent stations is often inconsistent, so that the timing reminding has no universality, and in some special scenes (such as early-peak scenes), the riding terminal often has a "drift" (i.e. inaccurate position information) condition, and the accuracy of the arrival reminding of passengers is further affected.

Disclosure of Invention

In order to solve the technical problems, embodiments of the present application provide a method and apparatus for reminding a driver of a bus arrival based on near field communication, an electronic device, and a computer readable storage medium.

In a first aspect, an embodiment of the present application provides a method for reminding a driver of a bus arrival based on near field communication, including: acquiring a first station position of a beacon user, wherein the beacon user is an waiting user who enters a railway station in an effective time length, and the effective time length is the time length of a current time point from a historical time point; comparing whether the first site position and the second site position of the user waiting to get off are the same site or not; if not, calibrating the second site position of the user waiting for getting off as the first site position; and carrying out station arrival reminding on the user waiting for the stop based on the calibrated second station position of the user waiting for the stop.

In an embodiment of the present application, based on the foregoing solution, the step of reminding the waiting user of arrival based on the calibrated second site position of the waiting user includes: acquiring a running schedule of a rail train, wherein the running schedule plans the time point of the rail train reaching each station; recording the time point when the rail train actually arrives at a station according to the acceleration and the speed of the rail train detected by the riding terminal; the station information actually reached by the rail train is a second station position calibrated by the user waiting for getting off; and if the time difference between the actual arrival time point of the rail train at the station and the corresponding arrival time point of the running schedule plan is smaller than a preset first time limit value, carrying out station arrival reminding on the user waiting for the next train based on the station actually arrived at the rail train.

In one embodiment of the present application, based on the foregoing scheme, the method further includes: and if the speed detected by the riding terminal is in a preset speed range and the acceleration in the preset time period is detected not to exceed a preset acceleration threshold value, the detected speed and acceleration are used as the speed and acceleration of the rail train.

In one embodiment of the present application, based on the foregoing scheme, the method further includes: calculating a driving distance of the rail train from start to stop based on the acceleration and the speed of the rail train detected according to the riding terminal and the running time of the rail train; and comparing the distance difference between the running distance of the rail train and the station distance between two adjacent stations when the rail train stops, and judging that the rail train is temporarily stopped and not reminding the arrival if the distance difference is larger than a preset distance threshold.

In an embodiment of the present application, based on the foregoing solution, after calibrating the second site location where the user waiting for the vehicle is located to the first site location, the method further includes: broadcasting the calibrated second site position carrying the time stamp to other users waiting for getting off, so that the other users waiting for getting off calibrate the site position corresponding to the latest time based on the time stamp and the calibrated second site position.

In an embodiment of the present application, based on the foregoing solution, the step of reminding the waiting user of arrival based on the calibrated second site position of the waiting user includes: if the calibrated second station position of the user waiting for the vehicle is the previous station of the target station, calculating the running time of the rail train from the calibrated second station position to the target station, wherein the target station is the station which the user waiting for the vehicle finally arrives at; and based on the running time, the user waiting for the vehicle to get off is reminded to get to the station in advance.

In one embodiment of the present application, based on the foregoing solution, the beacon user is a randomly selected waiting user entering the rail station within the effective duration and/or a waiting user entering the rail station within the effective duration selected based on the ride record.

In a second aspect, an embodiment of the present application provides a device for reminding a driver of arrival of a bus based on near field communication, where the device includes: the first station position acquisition module is configured to acquire a first station position of a beacon user, wherein the beacon user is an waiting user who enters a railway station in an effective time length, and the effective time length is a time length from a current time point to a historical time point; the comparison module is configured to compare whether the first site position and the second site position of the user waiting for the vehicle are the same site or not; the position calibration module is configured to calibrate the position of the second site where the user waiting for the vehicle is located to the position of the first site if the user waiting for the vehicle is not located; the arrival reminding module is configured to carry out arrival reminding on the user waiting for the departure based on the calibrated second site position of the user waiting for the departure.

In a third aspect, embodiments of the present application provide an electronic device comprising one or more processors; and a memory for storing one or more programs that, when executed by the one or more processors, cause the electronic device to implement the near field communication-based ride arrival alert method as described above.

In a fourth aspect, embodiments of the present application provide a computer readable medium having stored thereon a computer program which, when executed by a processor, implements a bus arrival reminding method based on near field communication as described above.

In the technical scheme provided in the embodiment of the application:

and taking the waiting user entering the railway station in the effective duration as a beacon user, acquiring a first station position of the beacon user based on near field communication, comparing the first station position of the beacon user with a second station position where a user waiting for getting off is currently located, and if the first station position and the second station position are not the same station, judging that the second station position where the user waiting for getting off is located at the moment has position deviation by comparison, calibrating the second station position with the position deviation as a first station position with accurate position, reminding the user waiting for getting off according to the calibrated second station position of the user waiting for getting off, and further carrying out accurate arrival reminding on the user waiting for getting off.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the application and together with the description, serve to explain the principles of the application. It is apparent that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained from these drawings without inventive effort for a person of ordinary skill in the art. In the drawings:

FIG. 1 is a schematic diagram of one implementation environment in which embodiments of the present application may be applied;

FIG. 2 is a flow chart illustrating a near field communication based ride arrival alert method according to an exemplary embodiment of the present application;

FIG. 3 is a flow chart of a ride-to-station reminding method based on near field communication further proposed on the basis of the embodiment shown in FIG. 2;

FIG. 4 is a schematic diagram of an adult running acceleration profile shown in an exemplary embodiment of the present application;

FIG. 5 is a schematic diagram of an adult running speed profile shown in an exemplary embodiment of the present application;

FIG. 6 is a flow chart of a ride-to-station reminding method based on near field communication further proposed on the basis of the embodiment shown in FIG. 2;

FIG. 7 is a schematic diagram illustrating interaction of a user waiting to get off and a terminal for riding between the user waiting to get off according to an exemplary embodiment of the present application;

FIG. 8 is a flow chart of a ride-to-station reminding method based on near field communication further proposed on the basis of the embodiment shown in FIG. 2;

FIG. 9 is a schematic diagram illustrating acceleration of a rail train at an inter-zone station according to an exemplary embodiment of the present application;

FIG. 10 is a graph showing an acceleration curve fit of a rail train at an inter-zone station according to an exemplary embodiment of the present application;

FIG. 11 is a velocity profile of a rail train shown in an exemplary embodiment of the present application;

FIG. 12 is a flow chart illustrating a near field communication based ride arrival alert method according to another exemplary embodiment of the present application;

FIG. 13 is a schematic diagram of a near field communication based ride arrival alert device according to an exemplary embodiment;

fig. 14 is a schematic diagram of a computer system suitable for use in implementing embodiments of the present application.

Detailed Description

Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples are not representative of all implementations consistent with the present application. Rather, they are merely examples of apparatus and methods consistent with some aspects of the present application as detailed in the accompanying claims.

The block diagrams depicted in the figures are merely functional entities and do not necessarily correspond to physically separate entities. That is, the functional entities may be implemented in software, or in one or more hardware modules or integrated circuits, or in different networks and/or processor devices and/or microcontroller devices.

The flow diagrams depicted in the figures are exemplary only, and do not necessarily include all of the elements and operations/steps, nor must they be performed in the order described. For example, some operations/steps may be decomposed, and some operations/steps may be combined or partially combined, so that the order of actual execution may be changed according to actual situations.

Also to be described is: reference to "a plurality" in this application means two or more than two. "and/or" describes an association relationship of an association object, meaning that there may be three relationships, e.g., a and/or B may represent: a exists alone, A and B exist together, and B exists alone. The character "/" generally indicates that the context-dependent object is an "or" relationship.

The terms "first," "second," "third," and "fourth" and the like in the description and in the claims of this application and in the drawings, are used for distinguishing between different objects and not for describing a particular sequential order. The terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those listed steps or elements but may include other steps or elements not listed or inherent to such process, method, article, or apparatus.

Firstly, it should be noted that the present application relates to the field of near field communication technology. Near field communication (NFC, near Field Communication), namely a near field communication technology, can be implemented through Bluetooth, infrared rays, WIFI (Wireless Fidelity), radio frequency identification (RFID, radio Frequency Identification) and other modes, and can realize near field data transmission among different riding terminals through different near field communication modes so as to realize quick and safe interaction.

The positioning of the riding terminal refers to obtaining the position information of the current riding terminal through a specific positioning technology. The location information of the current terminal may be determined based on global positioning system (GPS, global Positioning System), WI-FI positioning, base station positioning. In a riding scene, a beacon user and a user waiting to get off the bus can help to acquire longitude and latitude information of the current position, identify nearby stations and traffic routes, and provide relevant services such as navigation, route planning and the like by starting a riding terminal positioning function.

Under certain special scenes (such as early-peak scenes), the position "drift" (i.e. deviation of position information) of the terminal positioning function of riding may occur, which may cause inaccuracy of the current positioned position of the user to be driven, and further affect the accuracy of the prompt of the user to be driven to stop.

In order to solve the above technical problems, the present application proposes a technical solution for carrying out a bus arrival reminding based on near field communication, an implementation environment of the technical solution is shown in fig. 1, and fig. 1 is a schematic diagram of an implementation environment related to the present application.

The beacon user is an waiting user who enters the rail station for a valid period of time, and the user waiting to get off is a user who is already in the rail train and waits to get off. The riding terminal 110 of the beacon user and the riding terminal 120 of the user to be driven can communicate within a specific distance range, the second station position of the user to be driven is calibrated based on near field communication between the riding terminals, the calibrated second station position is obtained, the calibrated second station position is reported to the server 130, and the server 130 analyzes and processes the calibrated second station position information.

The riding terminal shown in fig. 1 may be any terminal device supporting near field communication, such as a smart phone, a vehicle-mounted computer, a tablet computer, a notebook computer, or a wearable device, but is not limited thereto. The service end shown in fig. 1 may be a service processor, for example, an independent physical server, a server cluster or a distributed system formed by a plurality of physical servers, or a cloud server that provides a cloud service, a cloud database, cloud computing, a cloud function, cloud storage, a network service, cloud communication, a middleware service, a domain name service, a security service, a CDN (Content Delivery Network, a content delivery network), and basic cloud computing services such as big data and an artificial intelligence platform, which are not limited herein. The riding terminal 110 of the beacon user communicates with the riding terminal 120 of the user waiting to get off via a wireless network such as 3G (third generation mobile information technology), 4G (fourth generation mobile information technology), 5G (fifth generation mobile information technology), and the like, which is not limited in this regard.

Fig. 2 is a flowchart illustrating a method of driving to stop reminding based on near field communication according to an exemplary embodiment of the present application. As shown in fig. 2, in an exemplary embodiment, the method may include steps S210 to S240, and the embodiments of the present application may be embodied by a riding terminal. The following details of steps S210 to S240 are described below:

step S210: the method comprises the steps of obtaining a first site position of a beacon user, wherein the beacon user is an waiting user entering a railway station within an effective time length, and the effective time length is a time length from a current time point to a historical time point.

It should be noted that, the beacon user and the user waiting for getting off all hold the terminal, and the held terminal has all started the positioning function and the near field communication function, so that the beacon user and the user waiting for getting off all can obtain the current position information of the beacon user and the user waiting for getting off, the beacon user and the terminal can communicate with each other in a short distance based on the near field communication function, and the terminal can receive the first station position broadcasted by the terminal of the beacon user.

The beacon user is an waiting user entering the railway station within the effective duration, wherein the effective duration can be freely set, and the historical time point can be determined according to the set effective duration. For example, if the effective duration is set to be 5 minutes, the historical time point is the 5 th minute before the current time point; and setting the effective duration to be 7 minutes, and setting the historical time point to be the 7 th minute before the current time point.

In another exemplary embodiment, the beacon user is a randomly selected waiting user to enter the rail station for a valid duration and/or a waiting user to enter the rail station for a valid duration selected based on the ride record.

Further, in order to avoid that the waiting users entering the railway station in the effective duration are all beacon users, the data volume generated by the beacon users is overlarge, the waiting users entering the railway station in the effective duration are screened, the range of the beacon users is further reduced, and the data volume generated by the beacon users is reduced.

Preferably, a certain proportion (such as 10%, 20% and the like) of waiting users entering the railway station in the effective duration can be randomly selected as beacon users; the beacon user may also be selected based on the ride record of the waiting user entering the rail station for the effective duration, such as selecting a waiting user that is on a rail train at a high frequency and enters the rail station for the effective duration.

Step S220: and comparing whether the first site position and the second site position of the user waiting to get off are the same site or not.

It should be noted that, each station in the rail train running path has a different station identifier, so that when the riding terminal is at a different station, the specific station where the riding terminal is currently located can be obtained based on the station identifier specific to the station. For example, a good station is provided with a first station identifier, a sports park station is provided with a second station identifier, and when a riding terminal is in a certain distance range of the good station, the station at present can be identified as the good station based on the first station identifier of the good station; similarly, when the riding terminal is within a certain distance range of the sports park, the current station can be identified as the sports park based on the second station identification of the sports park.

Therefore, when the beacon user enters the railway station, the riding terminal of the beacon user can identify the first station position, specifically which station, where the first station is currently located; similarly, when the rail train on which the user to be launched is located in the rail station, the terminal of the user to be launched can identify the second station position, specifically which station, is currently located.

Step S230: if not, calibrating the second site position of the user waiting to get off as the first site position.

And if the second station position of the user to be dropped is not the same station as the first station position received by the riding terminal, calibrating the second station position of the user to be dropped as the first station position so as to ensure accurate arrival reminding of the user to be dropped.

Step S240: and reminding the user waiting for the stop to arrive based on the calibrated second station position of the user waiting for the stop.

And calibrating the second site position of the user to be driven, wherein the calibrated second site position is the first site position, and the user to be driven is driven to drive up based on the calibrated second site position. The arrival alert includes, but is not limited to, a sound, vibration, or push notification to alert the user waiting to get to the targeted site.

According to the method, an waiting user entering a railway station in effective duration is used as a beacon user, a first station position of the beacon user is obtained based on near field communication, the first station position of the beacon user is compared with a second station position where a user waiting for the vehicle is currently located, if the first station position and the second station position are not the same station through comparison, the second station position where the user waiting for the vehicle is located at the moment can be judged to have position deviation, the second station position with the position deviation is calibrated to be the first station position with accurate position, the user waiting for the vehicle is reminded to get to the station according to the second station position calibrated by the user waiting for the vehicle, and further accurate arrival reminding can be carried out on the user waiting for the vehicle.

Referring to fig. 3, fig. 3 is a flowchart of a method for reminding a driver of a bus arrival based on near field communication according to the embodiment shown in fig. 2. As shown in fig. 3, the process of performing the arrival reminding of the user to be logged off based on the calibrated second site position of the user to be logged off in step S240 further includes steps S310 to S330, which are described in detail as follows:

step S310: and acquiring a running schedule of the rail train, wherein the running schedule plans the time point of the rail train reaching each station.

The running schedule of the rail train plans the time point when the rail train reaches each station, and the rail train starts from a first station at 9:00 and passes through 12 stations, and the running schedule plans the rail train to reach a second station at 9:05; reaching a third site at 9:08; and so on, the time point to reach each site is explicitly planned.

Step S320: detecting the acceleration and the speed of the rail train according to a gyroscope installed on the riding terminal, and recording the time point when the rail train actually arrives at a station; the station information actually reached by the rail train is a second station position calibrated by the user waiting for the train to get off.

The user waiting to get off is generally in a standing or sitting static state on the rail train, so that the acceleration and the speed detected by the riding terminal of the user waiting to get off are the running acceleration and the running speed of the rail train; even if a user waiting to get off walks on the rail train, the influence of the user on the high-speed running of the rail train is negligible. Therefore, the acceleration and the speed detected by the riding terminal of the user waiting to get off can be regarded as the acceleration and the speed of the rail train operation.

Because the distance between stations is fixed, the time point when the rail train actually arrives at the stations can be obtained according to the detected acceleration and speed of the rail train. The method comprises the steps of processing and analyzing acceleration and speed detected by a riding terminal of a user to be taken off in real time, calculating specific time of running the rail train to each station in a server, and calculating specific time of running the rail train to each station by the riding terminal under the condition that the computing capacity of the riding terminal is reached.

If the service end is adopted for calculation, the riding terminal of the user waiting to get off detects the acquired data (namely acceleration, speed curve) such as acceleration, speed and the like, and the data is uploaded to the service end in a time-sharing mode. The data such as acceleration and speed can be uploaded in a time-sharing manner according to the time set by each interval station (for example, the time between two stations calculated according to an operation schedule plus the parking time reaching the station; or a fixed time such as 8 minutes is set), and the long-time occupation of bandwidth and the probability of data loss caused by real-time data transmission can be reduced by carrying out time-sharing uploading on the detected acceleration and speed data.

And the server acquires the data such as the acceleration, the speed and the like, and calculates and judges whether the rail train runs in one or more complete stations. If yes, the service end feeds back how many stations the passenger terminal has recorded to run on the current rail train, compares the current rail train with the running schedule of the rail train, updates current real-time information if deviation exists, pushes the information to the passenger terminal and updates reminding time, so that the arrival reminding time of the passenger terminal can be calibrated in real time according to the propulsion of each station, and the arrival reminding function can be realized when the network is weak or broken. If not, the feedback instruction is pushed to the passenger terminal, the passenger terminal requests to acquire the data of the compensation time, and the passenger terminal uploads the data of the compensation time according to the instruction and a preset strategy until the server side acquires the data information of at least one subway station of the website. The method can judge whether the rail train is in a delayed arrival or an advanced arrival, and adopts corresponding time calibration strategies aiming at different arrival conditions.

It should be noted that if the terminal of the user waiting for getting off does not receive the feedback data (such as the update instruction or the calibration data) of the server, the weak network or the off-network mode is started to remind the user of getting on the bus.

Step S330: if the time difference between the actual arrival time point of the rail train at the station and the corresponding arrival time point of the operation schedule plan is smaller than the preset first time limit value, the station waiting reminding is carried out on the basis of the station actually arrived by the rail train.

Still exemplified by the foregoing example, the running schedule of the rail train records starting from the first station at 9:00; reaching a second site at 9:05; the third site is reached at 9:08. And based on the acceleration and speed of the rail train, starting from the first station at the same time point of 9:00 and reaching the second station at the same time point of 9:07; the time point to reach the third site is 9:11. It can be seen that the actual running situation of the rail train is delayed by 2 minutes at the time point of reaching the second station and by 3 minutes at the time point of reaching the third station compared with the time point of the running schedule plan, and accordingly, the time difference between the time point of the rail train actually reaching the second station and the time point of reaching the second station of the running schedule plan is 2 minutes, and the time difference between the time point of the rail train actually reaching the third station and the time point of reaching the third station of the running schedule plan is 3 minutes.

It can be seen that if the terminal of the user waiting for getting off stops to remind based on the operation schedule, the time of the reminding of getting off stops may be too much advanced, and the travel experience of the user waiting for getting off is affected.

If the preset first time limit is 5 minutes and the time difference between the actual arrival of the rail train at the second station and the actual arrival of the rail train at the third station are smaller than the preset first time limit, the arrival reminding of the user to be taken off is still carried out based on the second station and the third station where the rail train actually arrives.

As can be seen from the above, in this embodiment, by comparing the time difference between the time point when the rail train actually arrives at the station and the corresponding arrival time point planned by the running schedule with the preset first time limit, it can be effectively determined which station is the station where the rail train arrives accurately, and further, the user waiting for the next train can be reminded of arriving accurately.

In another exemplary embodiment, it is desirable to define acceleration and speed profiles during running of an adult in a typical situation, as running behavior of a user waiting to get off or a beaconing user may cause a ride terminal to start or stop for a rail train by mistake.

Referring to fig. 4 and 5 in combination, fig. 4 is a schematic diagram of an adult running acceleration curve shown in an exemplary embodiment of the present application, and fig. 5 is a schematic diagram of an adult running speed curve shown in an exemplary embodiment of the present application. As shown in FIG. 4, the acceleration of the adult is over the preset acceleration threshold (3 m/s 2) for a period of 0s to 5s (i.e., a preset time period), and the adult running speed is within 10km/h (i.e., a preset speed range) as shown in FIG. 5. Based on the adult running acceleration curve and the adult running speed curve shown in fig. 4 and 5, if the acceleration and the speed detected by the riding terminal are as shown in fig. 4 and 5, it can be determined that the acceleration and the speed detected by the riding terminal at this time are the acceleration and the speed detected by the adult running, not the acceleration and the speed of the rail train running.

To solve this problem, the method provided in this embodiment further includes:

and if the speed detected by the riding terminal is in a preset speed range and the acceleration in the preset time period is detected not to exceed a preset acceleration threshold value, the detected speed and acceleration are used as the speed and acceleration of the rail train.

Further, the preset speed range may be preset to 40km/h-80km/h, and may also be preset to 30km/h-60km/h, and the specific preset speed range may be determined according to the average running speed of the rail train on which the user waiting to get off is seated. The preset time period may be determined based on an average running time period of the rail train between two adjacent station positions, and by way of example, the running time period of the rail train running from the first station to the second station at a high speed is 3 minutes, and the running time period of the rail train running from the first station to the second station at a low speed is 5 minutes, then 4 minutes may be taken as the preset time period. The preset acceleration threshold value can be determined according to the comfort level of a user waiting to get off, the safety of the rail train and the operation efficiency of the rail train, and preferably, 1.5m/s2 can be selected as the preset acceleration threshold value.

As can be seen from the above, the present embodiment can determine that the acceleration and the speed detected by the riding terminal are the acceleration and the speed of the rail train through the preset speed range and the acceleration threshold, so as to effectively avoid misjudging the running behaviors of the user waiting for getting off and the beacon user as the running behaviors of the rail train, improve the accuracy of the acceleration and the speed of the rail train, and further improve the accuracy of the arrival reminding of the user waiting for getting off.

Referring to fig. 6, fig. 6 is a flowchart of a method for reminding a driver of a bus arrival based on near field communication according to the embodiment shown in fig. 2. As shown in fig. 6, the process of the bus arrival reminding based on the near field communication further includes step S510 to step S520, which is described in detail as follows:

step S510: the distance traveled by the rail train from start to stop is calculated based on the acceleration and speed of the rail train detected from the ride terminal and the length of travel of the rail train.

The running time of the rail train refers to the time of starting running of the rail train from one station to the next stop, wherein the rail train stop comprises two situations of stop to station and temporary stop.

Step S520: and comparing the distance difference between the running distance of the rail train and the station distance between two adjacent stations when the rail train stops, and if the distance difference is larger than a preset distance threshold value, judging that the rail train is temporarily stopped and not reminding that the station is arrived.

For example, if the rail train starts to stop between the second station and the third station when the rail train starts to start from the second station, the calculated driving distance of the rail train is 6km, the station distance between the second station and the third station is 8km, the distance difference is 2km, if the preset distance threshold is 50m, it may be determined that the distance difference is greater than the preset distance threshold, it is further determined that the rail train is temporarily stopped, and the user waiting for the rail train to stop is not reminded of the arrival of the rail train.

As an example, if the distance traveled by the rail train after the start of the second station is 7980m and the station distance between the second station and the third station is 8km, the distance difference is 20m, and even if the distance difference still exists, the distance difference is less than the preset distance threshold value of 50m, so that it can be determined that the rail train is stopped as arriving.

As can be seen from the above, the present embodiment further considers the situation that the rail train temporarily stops, and for the rail train temporarily stopped, the arrival reminding of the user waiting for the departure is not performed, so that the arrival reminding error can be effectively avoided, and the accuracy of the arrival reminding of the user waiting for the departure is further improved.

In another exemplary embodiment, after calibrating the second site location where the user waiting to get down is located to the first site location, the method further includes:

broadcasting the calibrated second site position carrying the time stamp to other users waiting for getting off, so that the other users waiting for getting off calibrate the site position of the user to be corresponding to the latest time based on the time stamp and the calibrated second site position.

Further, the user to be taken off after the station position self-calibration broadcasts the calibrated second station position carrying the time stamp to other users to be taken off in the rail train in a near field communication (such as bluetooth or infrared) mode through the riding terminal, so that the user to be taken off, which has deviation of the position information but is not calibrated, in the rail train is avoided.

Referring to fig. 7, fig. 7 is a schematic diagram illustrating interaction between a user waiting for getting off and a terminal waiting for getting off according to an exemplary embodiment of the present application. Besides broadcasting the calibrated second site positions carrying the time stamps to other users to be off, the users to be off can also receive the calibrated second site positions carrying the time stamps broadcast by other users to be off, and if the users to be off receive a plurality of calibrated second site positions with different times, the users to be off are updated to the received calibrated second site positions corresponding to the latest time.

By broadcasting the position information between the user waiting for getting off and other users waiting for getting off and selecting the calibrated second station position corresponding to the latest time, the position information and the time information between the users waiting for getting off in the same rail train can be ensured to be aligned.

Referring to fig. 8, fig. 8 is a flowchart of a driving-to-stop reminding method based on near field communication further proposed on the basis of the embodiment shown in fig. 2. As shown in fig. 8, the process of the bus arrival reminding based on the near field communication further includes steps S710 to S720, which are described in detail as follows:

step S710: if the second station position after the calibration of the user to be launched is the previous station of the target station, calculating the running time of the rail train from the calibrated second station position to the target station, wherein the target station is the station finally reached by the user to be launched.

The target station of the user waiting to get off is a fifth station, the calibrated second station position is a fourth station, and the operation time length required by the rail train to run from the fourth station to the fifth station is calculated based on the separation distance between the fourth station and the fifth station. In addition, the operation time period required for the rail train to travel from the fourth station to the fifth station may be determined based on the time point of arrival at each station planned by the operation schedule of the rail train.

Step S720: based on the operation time, the user waiting for getting off is reminded to get to the station in advance.

The arrival reminding is carried out based on the obtained operation time length and preset rules, wherein the preset rules comprise, but are not limited to, the arrival reminding is carried out by one half of the advanced operation time length, the arrival reminding is carried out by one third of the advanced operation time length, and the arrival reminding is carried out 3 minutes before the arrival of the target site.

Still taking the previous example as an example, if the running time of the rail train from the fourth station to the fifth station is 6 minutes, and one half of the running time is advanced to make a stop reminding, namely 3 minutes advanced to make a stop reminding for a user waiting for a vehicle; and similarly, one third of the running time is used for reminding the user to get off the bus in advance, namely, the user to get off the bus in advance is reminded of getting off the bus in advance by 2 minutes.

Means of arrival alert include, but are not limited to, sound, vibration, or push notification. Preferably, the arrival alert can also be associated with a rail train operation comfort level, wherein the rail train operation comfort level evaluation strategy is as follows:

referring to fig. 9, fig. 9 is a schematic diagram illustrating acceleration of a rail train at a certain section station according to an exemplary embodiment of the present application. Fig. 9 includes fig. 1 to 4, in which the running state of the rail train, that is, "start-run-brake-stop", can be known from the acceleration curves of the rail train, and whether the rail train arrives at the next station can be further known. The moment indicated by the curved circular symbol of fig. 1 indicates that the rail train is starting; the moment indicated by the curved circular symbol of fig. 2 indicates that the rail train is running; the moment indicated by the curved circular symbol of fig. 3 indicates that the rail train is braking; the moment indicated by the curved circular symbol of fig. 4 indicates that the rail train has stopped.

Fitting the acceleration curve of the rail train and extracting the characteristic point with the acceleration of 0, so that the 'state appearance' division is carried out according to the characteristic point. Referring to fig. 10, fig. 10 is a graph showing an acceleration curve fit of a rail train at a certain section station according to an exemplary embodiment of the present application. As can be seen from fig. 10, the "state image" is divided into a start image I, an operation image II, and a stop image III, wherein the operation image II is divided into an "operation-acceleration region", "an" operation-brake region ", and an" operation-constant speed region ". Referring to fig. 11, fig. 11 is a velocity profile of a rail train as illustrated in an exemplary embodiment of the present application. As can be seen from fig. 11, the speed of the rail train is from 0 to 25km/h, i.e. corresponds to the rail train entering the running state from the start-up state. By combining the acceleration fitting diagram shown in fig. 10 and the speed curve diagram shown in fig. 11, the corresponding start phenomenon I and operation phenomenon II of the rail train can be judged. Similarly, the corresponding running state II and stopping state III of the rail train can be judged based on the speed curve graph of the rail train from a certain speed to 0.

Based on the operation-accelerating area, the operation-braking area and the operation-constant speed area which are divided by the operation image II, a set of strategy for evaluating the operation comfort of the rail train is established for the three areas. When the constant speed area is kept for a long time and the acceleration area and the braking area are fewer, the running of the rail train is stable, and other conditions are that the rail train runs too hard, a comfort level model can be established according to the conditions:

According to the comfort level model established above, the current running comfort level of the rail train can be judged, and arrival reminding is carried out based on the running comfort level of the rail train. For example, when the running comfort of the rail train is A+, the loudness and vibration of the arrival reminding of the terminal to be taken off are normal; when the running comfort of the rail train is C, the loudness and vibration of the arrival reminding of the terminal to be taken off are strongest.

Therefore, the reminding loudness and vibration of the user to be taken off are distinguished, an indiscriminate arrival reminding mode is avoided, and the arrival reminding efficiency can be improved in different riding environments.

Furthermore, a set of driving total scoring strategies can be established for the drivers of the rail trains based on the running-accelerating region, the running-braking region and the running-constant speed region which are divided by the running phenomenon II. When the acceleration area and the braking area frequently appear, the driver of the rail train is more 'intense' to drive, and uncomfortable to the user waiting for getting off is easy to cause, and the driving total scoring model can be established according to the driving total scoring model as follows:

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the above scores are based on fusion statistics of the state (frequency) of the oscillation interval and the state (duration) of the oscillation interval. In the state (frequency) of the vibration interval, if the running-accelerating area (frequency) or the running-braking area (frequency) falls into the corresponding frequency interval, the scoring of the interval is carried out; similarly, within the "state (duration) of the oscillation interval", as long as the "run-acceleration region (frequency)" or the "run-braking region (frequency)" falls within the corresponding duration interval, the score belonging to that interval.

The "and" relationship between the state (frequency) of the oscillation interval and the state (duration) of the oscillation interval, i.e. both fall into the interval, corresponds to the "total driving score". If the state (frequency) of the oscillation section and the state (duration) of the oscillation section are not in a unified section, for example, the state (frequency) of the oscillation section is in a first section (running acceleration section and braking section, respectively, 1 time) and the state (duration) of the oscillation section is in a fourth section (t1% -t1%) and is "fractional part full in" after two averages, namely (1+4)/2=2.5, then the state (frequency) of the oscillation section is the "three stars" corresponding to the third section.

It should be noted that, the total driving score policy adopts a "one-ticket" downward deduction method, if one score does not reach the standard, although the other score is high, the average score is also deducted downward, and the score is reduced.

Referring to fig. 12, fig. 12 is a flowchart illustrating a method for reminding a driver of a bus arrival based on near field communication according to another exemplary embodiment of the present application. The method comprises the steps that a target station is required to be set on a terminal of a train to be driven, after a beacon user enters the terminal through a gate brushing machine, the terminal of the beacon user obtains the current station position, when the distance between the user to be driven and the beacon user does not exceed a threshold value, communication can be conducted between the user to be driven and the terminal of the beacon user, the user to be driven carries out self-calibration based on the current station position of the beacon user, position information of the user to be driven is calibrated, the position information is shared with other users to be driven after the self-calibration of the user to be driven is completed, and therefore the position information of the users to be driven of the whole rail train is consistent. Uploading the calibrated position information to a server for data analysis service, and calibrating the arrival reminding time by the server based on the calibrated position information.

If the riding terminal of the beacon user detects that the acceleration is changed, reporting the acceleration curve to the server for data analysis, judging whether the current user rides and starts based on the reported acceleration curve, and if the current user rides and starts, acquiring the running schedule of the rail train according to the starting time, so as to judge whether the current running of the rail train is starting or braking. If the current running behavior of the rail train is started and the next station is the target station, calculating the running time of the rail train from the current station to the target station, and carrying out station arrival reminding.

Fig. 13 is a schematic structural view of a bus arrival reminding device based on near field communication according to an exemplary embodiment. As shown in fig. 13, in an exemplary embodiment, the device for reminding a driver of a bus arrival based on near field communication includes:

a first station position obtaining module 210 configured to obtain a first station position of a beacon user, where the beacon user is an waiting user entering the track station within an effective time length, and the effective time length is a time length from a current time point to a historical time point;

the comparison module 220 is configured to compare whether the first site location and the second site location where the user waiting for the vehicle is located are the same site;

The position calibration module 230 is configured to calibrate the second site position of the user waiting for the vehicle to be used as the first site position if the user waiting for the vehicle to be used is not;

the arrival reminding module 240 is configured to perform arrival reminding on the user waiting for the next user based on the calibrated second site position of the user waiting for the next user.

In one embodiment of the present application, based on the foregoing solution, the arrival reminding module 240 further includes a running schedule obtaining unit 310, a time point recording unit 320, and a reminding unit 330. The operation schedule obtaining unit 310 is configured to obtain an operation schedule of the rail train, the operation schedule planning a time point when the rail train arrives at each station; the time point recording unit 320 is configured to record a time point when the rail train actually arrives at the station, based on the acceleration and the speed of the rail train detected by the riding terminal; the station information actually reached by the rail train is a second station position calibrated by a user waiting for getting off; and a reminding unit 330 configured to remind the waiting user of arriving at the station based on the station actually reached by the rail train if the time difference between the time point of the rail train actually arriving at the station and the corresponding arrival time point of the operation schedule plan is smaller than the preset first time limit value.

In an embodiment of the present application, based on the foregoing scheme, the device for reminding a driver of a bus to get on a bus station based on near field communication further includes a speed and acceleration acquisition unit 410. The speed and acceleration obtaining unit 410 is configured to take the detected speed and acceleration as the speed and acceleration of the railway train if the speed detected by the riding terminal is within a preset speed range and the acceleration within a preset time period is detected not to exceed a preset acceleration threshold value.

In an embodiment of the present application, based on the foregoing scheme, the riding-to-stop reminding device based on near field communication further includes a driving distance calculating unit 510 and a temporary parking determining unit 520. The travel distance calculating unit 510 is configured to calculate a travel distance of the rail train from start to stop based on the acceleration and speed of the rail train detected according to the riding terminal and the running time period of the rail train; the temporary stop determination unit 520 is configured to compare a distance difference between a traveling distance of the rail train and a stop distance between two adjacent stops when the rail train stops, and if the distance difference is greater than a preset distance threshold value, determine that the rail train is temporarily stopped, and not perform a stop arrival reminder.

In one embodiment of the present application, based on the foregoing scheme, the riding-to-station reminding device based on near field communication further includes a location broadcasting unit 610. The location broadcasting unit 610 is configured to broadcast the calibrated second station location carrying the time stamp to other users waiting for getting off, so that the other users waiting for getting off calibrate their location to the station location corresponding to the latest time based on the time stamp and the calibrated second station location.

In one embodiment of the present application, based on the foregoing solution, the arrival reminding module 240 further includes a running time calculating unit 710 and an advance reminding unit 720. The operation time length calculating unit 710 is configured to calculate an operation time length of the rail train from the calibrated second station position to the target station if the second station position calibrated by the user waiting for the vehicle is a station before the target station, where the target station is a station that the user waiting for the vehicle finally arrives; the advance warning unit 720 is configured to alert the user waiting for the get-off in advance to get to the stop based on the operation time.

It should be noted that, the bus arrival reminding device based on near field communication provided in the above embodiment and the bus arrival reminding method based on near field communication provided in the above embodiment belong to the same concept, and the specific manner of executing the operations by each module and unit has been described in detail in the method embodiment, which is not repeated here.

The embodiment of the application also provides electronic equipment, which comprises: one or more processors; and the storage device is used for storing one or more programs, and when the one or more programs are executed by the one or more processors, the electronic equipment realizes the bus arrival reminding method based on the near field communication provided in the above embodiments.

Fig. 14 shows a schematic diagram of a computer system suitable for use in implementing embodiments of the present application.

It should be noted that, the computer system 1500 of the electronic device shown in fig. 14 is only an example, and should not impose any limitation on the functions and the application scope of the embodiments of the present application.

As shown in fig. 14, the computer system 1500 includes a central processing unit (Central Processing Unit, CPU) 1501, which can perform various appropriate actions and processes, such as performing the methods in the above-described embodiments, according to a program stored in a Read-Only Memory (ROM) 1502 or a program loaded from a storage section 1508 into a random access Memory (Random Access Memory, RAM) 1503. In the RAM 1503, various programs and data required for the operation of the system are also stored. The CPU 1501, ROM 1502, and RAM 1503 are connected to each other through a bus 1504. An Input/Output (I/O) interface 1505 is also connected to bus 1504.

The following components are connected to I/O interface 1505: an input section 1506 including a keyboard, mouse, and the like; an output portion 1507 including a Cathode Ray Tube (CRT), a liquid crystal display (Liquid Crystal Display, LCD), and a speaker; a storage section 1508 including a hard disk and the like; and a communication section 1509 including a network interface card such as a LAN (Local Area Network ) card, a modem, or the like. The communication section 1509 performs communication processing via a network such as the internet. A drive 1510 is also connected to the I/O interface 1505 as needed. Removable media 1511, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, or the like, is mounted on the drive 1510 as needed so that a computer program read therefrom is mounted into the storage section 1508 as needed.

In particular, according to embodiments of the present application, the processes described above with reference to flowcharts may be implemented as computer software programs. For example, embodiments of the present application include a computer program product comprising a computer program embodied on a computer readable medium, the computer program comprising a computer program for performing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network via the communication portion 1509, and/or installed from the removable medium 1511. When executed by a Central Processing Unit (CPU) 1501, performs the various functions defined in the system of the present application.

It should be noted that, the computer readable medium shown in the embodiments of the present application may be a computer readable signal medium or a computer readable storage medium, or any combination of the two. The computer readable medium can be, for example, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples of the computer-readable medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-Only Memory (ROM), an erasable programmable read-Only Memory (Erasable Programmable Read Only Memory, EPROM), flash Memory, an optical fiber, a portable compact disc read-Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. In the present application, however, a computer-readable signal medium may include a data signal propagated in baseband or as part of a carrier wave, with a computer-readable computer program embodied therein. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. A computer program embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to: wireless, wired, etc., or any suitable combination of the foregoing.

The flowcharts and block diagrams in the figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present application. Where each block in the flowchart or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams or flowchart illustration, and combinations of blocks in the block diagrams or flowchart illustration, can be implemented by special purpose hardware-based systems which perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

The units involved in the embodiments of the present application may be implemented by means of software, or may be implemented by means of hardware, and the described units may also be provided in a processor. Wherein the names of the units do not constitute a limitation of the units themselves in some cases.

Another aspect of the present application also provides a computer readable medium having stored thereon a computer program which, when executed by a processor, implements a ride arrival reminding method based on near field communication as before. The computer-readable medium may be included in the electronic device described in the above embodiment or may exist alone without being incorporated in the electronic device.

Another aspect of the present application also provides a computer program product or computer program comprising computer instructions stored in a computer readable medium. The processor of the computer device reads the computer instructions from the computer-readable medium, and the processor executes the computer instructions, so that the computer device performs the bus arrival reminding method based on the near field communication provided in the above embodiments.

The foregoing is merely a preferred exemplary embodiment of the present application and is not intended to limit the embodiments of the present application, and those skilled in the art may make various changes and modifications according to the main concept and spirit of the present application, so that the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. The bus arrival reminding method based on the near field communication is characterized by comprising the following steps of:

acquiring a first station position of a beacon user, wherein the beacon user is an waiting user who enters a railway station in an effective time length, and the effective time length is the time length of a current time point from a historical time point;

comparing whether the first site position and the second site position of the user waiting to get off are the same site or not;

if not, calibrating the second site position of the user waiting for getting off as the first site position;

and carrying out station arrival reminding on the user waiting for the stop based on the calibrated second station position of the user waiting for the stop.

2. The method of claim 1, wherein the prompting the waiting user to get to the station based on the calibrated second station position of the waiting user comprises:

acquiring a running schedule of a rail train, wherein the running schedule plans the time point of the rail train reaching each station;

recording the time point when the rail train actually arrives at a station according to the acceleration and the speed of the rail train detected by the riding terminal; the station information actually reached by the rail train is a second station position calibrated by the user waiting for getting off;

And if the time difference between the actual arrival time point of the rail train at the station and the corresponding arrival time point of the running schedule plan is smaller than a preset first time limit value, carrying out station arrival reminding on the user waiting for the next train based on the station actually arrived at the rail train.

3. The method according to claim 2, wherein the method further comprises:

4. The method according to claim 2, wherein the method further comprises:

calculating a driving distance of the rail train from start to stop based on the acceleration and the speed of the rail train detected according to the riding terminal and the running time of the rail train;

and comparing the distance difference between the running distance of the rail train and the station distance between two adjacent stations when the rail train stops, and judging that the rail train is temporarily stopped and not reminding the arrival if the distance difference is larger than a preset distance threshold.

5. The method of claim 1, further comprising, after said calibrating the second site location at which the waiting user is located to the first site location:

broadcasting the calibrated second site position carrying the time stamp to other users waiting for getting off, so that the other users waiting for getting off calibrate the site position corresponding to the latest time based on the time stamp and the calibrated second site position.

6. The method of claim 1, wherein the prompting the waiting user to get to the station based on the calibrated second station position of the waiting user comprises:

if the calibrated second station position of the user waiting for the vehicle is the previous station of the target station, calculating the running time of the rail train from the calibrated second station position to the target station, wherein the target station is the station which the user waiting for the vehicle finally arrives at;

and based on the running time, the user waiting for the vehicle to get off is reminded to get to the station in advance.

7. The method according to any one of claims 1 to 6, wherein the beacon user is a randomly selected waiting user entering the rail station for a valid period of time and/or a selected waiting user entering the rail station for a valid period of time based on a ride record.

8. A near field communication-based riding arrival reminding device, the device comprising:

the first station position acquisition module is configured to acquire a first station position of a beacon user, wherein the beacon user is an waiting user who enters a railway station in an effective time length, and the effective time length is a time length from a current time point to a historical time point;

the comparison module is configured to compare whether the first site position and the second site position of the user waiting for the vehicle are the same site or not;

the position calibration module is configured to calibrate the position of the second site where the user waiting for the vehicle is located to the position of the first site if the user waiting for the vehicle is not located;

the arrival reminding module is configured to carry out arrival reminding on the user waiting for the departure based on the calibrated second site position of the user waiting for the departure.

9. An electronic device, comprising:

one or more processors;

storage means for storing one or more programs that, when executed by the one or more processors, cause the electronic device to implement the near field communication-based ride arrival alert method of any one of claims 1 to 7.

10. A computer-readable storage medium having stored thereon computer-readable instructions that, when executed by a processor of a computer, cause the computer to perform the near field communication-based ride arrival alert method of any one of claims 1 to 7.