Method, device and equipment for determining waiting time of pedestrian crossing road and medium

Abstract

The application provides a method for determining the waiting time of a pedestrian crossing a road, a method for prompting the waiting time of the pedestrian crossing the road, a method for generating the travel duration of pedestrian navigation, a device, an electronic device and a storage medium. According to the embodiment of the application, the position information of the pedestrian and the target road to be crossed by the pedestrian are determined first, then the target vehicle traveling to the travel path of the target road to be crossed by the pedestrian is determined, and the travel time required for the target vehicle to travel to the travel path is calculated. Finally, the waiting time of the pedestrian crossing the target road is determined based on the travel time required for the target vehicle to travel to the travel path and the crossing time required for the pedestrian to cross the target road. Through the above scheme, the waiting time of the pedestrian crossing the road can be calculated more accurately, and the user experience of using the electronic map is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of electronic maps, and in particular to a method for determining waiting time for a pedestrian to cross a road, a method for prompting waiting time for a pedestrian to cross a road, a method for generating travel duration for pedestrian navigation, an apparatus, an electronic device, and a storage medium. BACKGROUND

[0002] When a pedestrian crosses a road, he or she may encounter a vehicle lane with a marked pedestrian crossing line but without a traffic signal light. Due to a large vehicle flow density on the vehicle lane, the pedestrian may need to wait for a long time to safely cross the road in such a place. If it is raining heavily or hailing, the pedestrian may need to wait for an even longer time, which may cause great anxiety.

[0003] Meanwhile, in the existing electronic map, the waiting time for a pedestrian to cross a road in the above-mentioned scenario is not calculated, which may cause the pedestrian to leave home according to the estimated time in the navigation of the electronic map, but fail to reach the destination on time due to a long waiting time to cross the road, and thus the normal travel plan cannot be completed.

[0004] Therefore, if the waiting time for a pedestrian to cross a road can be prompted in an electronic map, the anxiety of the pedestrian will be reduced, the user of the electronic map will obtain a better experience, and the navigation time information provided by the electronic map to the pedestrian will be more accurate. SUMMARY

[0005] Embodiments of the present application provide a method for determining waiting time for a pedestrian to cross a road, a method for prompting waiting time for a pedestrian to cross a road, a method for generating travel duration for pedestrian navigation, an apparatus, an electronic device, and a storage medium to solve one or more of the above-mentioned technical problems.

[0006] In a first aspect, embodiments of the present application provide a method for determining waiting time for a pedestrian to cross a road, comprising:

[0007] determining position information of the pedestrian and a target road to be crossed by the pedestrian;

[0008] determining a target vehicle that will travel to a travel path of the pedestrian to cross the target road in the future, and calculating travel time required for the target vehicle to travel to the travel path;

[0009] determining waiting time for the pedestrian to cross the target road based on the travel time required for the target vehicle to travel to the travel path and crossing time required for the pedestrian to cross the target road.

[0010] In a second aspect, embodiments of the present application provide a method for prompting waiting time for a pedestrian to cross a road, comprising:

[0011] obtaining position information of the pedestrian;

[0012] determining, by any one of the above methods, a waiting time for the pedestrian to cross a target road according to the position information;

[0013] prompting the waiting time.

[0014] In a third aspect, an embodiment of the present application provides a method for generating a travel duration for pedestrian navigation, comprising:

[0015] determining a travel navigation route;

[0016] determining a target road to be crossed by the pedestrian and position information of the pedestrian when crossing the target road based on the travel navigation route;

[0017] determining, by any one of the above methods, a waiting time for the pedestrian to cross the target road based on the position information;

[0018] generating a travel duration of the travel navigation route according to the waiting time for the pedestrian to cross the target road.

[0019] In a fourth aspect, an embodiment of the present application provides a device for determining a waiting time for a pedestrian to cross a road, comprising:

[0020] a target road determining module configured to determine position information of the pedestrian and a target road to be crossed by the pedestrian;

[0021] a target vehicle determining module configured to determine a target vehicle that will travel to a travel path of the pedestrian crossing the target road in the future, and calculate a travel time required for the target vehicle to travel to the travel path;

[0022] a waiting time calculating module configured to determine a waiting time for the pedestrian to cross the target road based on the travel time required for the target vehicle to travel to the travel path and a crossing time required for the pedestrian to cross the target road.

[0023] In a fifth aspect, an embodiment of the present application provides a device for prompting a waiting time for a pedestrian to cross a road, comprising:

[0024] a position information obtaining module configured to obtain position information of the pedestrian;

[0025] a waiting time determining module configured to determine, by any one of the above methods, a waiting time for the pedestrian to cross a target road according to the position information;

[0026] a waiting time prompting module configured to prompt the waiting time.

[0027] In a sixth aspect, an embodiment of the present application provides a method for generating a travel duration for pedestrian navigation, comprising:

[0028] A navigation route determination module, used to determine the navigation route;

[0029] a position information determination module, configured to determine a target road for the pedestrian to cross based on the navigation route and position information of the pedestrian when the pedestrian crosses the target road;

[0030] a waiting time determination module, configured to determine a waiting time for a pedestrian to cross the target road based on the position information by using any of the above methods;

[0031] The travel duration generating module is used to generate the travel duration of the navigation route according to the waiting time of the pedestrian crossing the target road.

[0032] In a seventh aspect, an embodiment of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory, wherein the processor implements any of the above-described methods when executing the computer program.

[0033] In an eighth aspect, an embodiment of the present application provides a computer-readable storage medium, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method described in any one of the above is implemented.

[0034] Compared with the related art, this application has the following advantages:

[0035] According to the embodiment of the present application, the location information of the pedestrian and the target road for the pedestrian to cross are first determined, and then the target vehicle that will travel to the target road for the pedestrian to cross in the future is determined, and the travel time required for the target vehicle to travel to the travel path is calculated. Finally, based on the travel time required for the target vehicle to travel to the travel path and the crossing time required for the pedestrian to cross the target road, the waiting time for the pedestrian to cross the target road is determined. Through the above scheme, the waiting time for the pedestrian to cross the road can be calculated more accurately, and then the estimated time for the pedestrian to reach the destination according to the navigation can be calculated more accurately based on the calculated waiting time, thereby improving the user experience of using electronic maps. At the same time, the above scheme has a wide range of application scenarios and can meet the needs of pedestrians crossing the road in similar situations such as where there are zebra crossings but no traffic lights in the existing traffic system, providing pedestrians with a safer crossing reference.

[0036] The above description is only an overview of the technical solution of this application. In order to more clearly understand the technical means of this application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of this application more obvious and easy to understand, the specific implementation methods of this application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the multiple drawings represent the same or similar components or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings only depict some embodiments according to the present application and should not be regarded as limiting the scope of the present application.

[0038] Figure 1 A flowchart illustrating an application example of a solution for determining the waiting time for pedestrians to cross the road provided in an embodiment of the present application is shown;

[0039] Figure 2A One of the schematic diagrams shows a method for determining a target road section corresponding to a target road based on a safety distance in an application example of a solution for determining a waiting time for pedestrians crossing a road provided in an embodiment of the present application;

[0040] Figure 2B A second schematic diagram shows a method for determining a target road section corresponding to a target road based on a safety distance in an application example of the solution for determining the waiting time for pedestrians crossing the road provided in an embodiment of the present application;

[0041] Figure 2C A schematic diagram illustrating a method of first expanding a target road segment corresponding to a target road in an application example of a solution for determining a waiting time for pedestrians crossing a road provided in an embodiment of the present application;

[0042] Figure 2D A schematic diagram illustrating a method of secondly expanding a target road segment corresponding to a target road in an application example of a solution for determining a waiting time for pedestrians crossing a road provided in an embodiment of the present application;

[0043] Figure 3 A flowchart of a method for determining a waiting time for pedestrians to cross the road provided in an embodiment of the present application is shown;

[0044] Figure 4 A flowchart of a method for prompting a pedestrian's waiting time for crossing a road provided in an embodiment of the present application is shown;

[0045] Figure 5 A flowchart of a method for generating an estimated time of arrival for pedestrian navigation provided in an embodiment of the present application is shown;

[0046] Figure 6 A structural block diagram of a device for determining a waiting time for pedestrians to cross the road provided in an embodiment of the present application is shown;

[0047] Figure 7 A structural block diagram of a device for prompting the waiting time for pedestrians to cross the road provided in an embodiment of the present application is shown;

[0048] Figure 8 A structural block diagram of a device for generating an estimated time of arrival for pedestrian navigation provided in an embodiment of the present application is shown; and

[0049] Figure 9 A block diagram of an electronic device used to implement an embodiment of the present application is shown. DETAILED DESCRIPTION

[0050] Hereinafter, only certain exemplary embodiments are briefly described. As will be appreciated by those skilled in the art, the described embodiments may be modified in various ways without departing from the spirit or scope of the present application. Therefore, the drawings and description are to be regarded as illustrative in nature and not restrictive.

[0051] To facilitate understanding of the technical solutions of the embodiments of the present application, the following describes the related technologies of the embodiments of the present application. The following related technologies can be combined with the technical solutions of the embodiments of the present application as optional solutions, and all of them fall within the scope of protection of the embodiments of the present application.

[0052] Figure 1 This is a flow chart of an exemplary application scenario for implementing the method of the embodiment of the present application. Figure 1 As shown, take the example of pedestrians crossing a road with a zebra crossing but no traffic lights.

[0053] First, the pedestrian's location information and the target road for the pedestrian to cross can be determined. In other words, the current road the pedestrian is crossing can be determined as the target road based on the pedestrian's current location. When starting the calculation, the pedestrian's location can be obtained first. From the pedestrian's location, the "pedestrian's road" can be obtained, which is also the target road for the pedestrian to cross. The pedestrian's location can be obtained through various positioning methods, such as GPS (Global Positioning System), Beidou satellite signals, mobile phone-based mobile operator base station positioning, WiFi (wireless network) signals, radar waves, and visual cameras. This application does not impose any restrictions on this. After obtaining the pedestrian's location, the road in front of the pedestrian that meets the pedestrian crossing requirements can be found in the database storing the road network structure based on the pedestrian's location. This can be recorded as the "pedestrian's road." "Pedestrian crossing requirements" may refer to roads that meet the following conditions: the road is a drivable road for cars; pedestrians can cross the road to the opposite side of the road; and the pedestrian crossing complies with the relevant provisions of the Road Traffic Law. The method of determining the target road for pedestrian crossing based on the pedestrian's position information may be to first delineate a target road area based on the pedestrian's position information and a preset distance radius. The preset distance radius may be related to the pedestrian's positioning accuracy and / or the width of the current road, and may be inversely proportional to the pedestrian's positioning accuracy and directly proportional to the width of the current road; and then determine, from at least one road included in the target road area, a road that intersects with the pedestrian's travel path or the navigation route as the target road. For example, if a pedestrian is at an intersection, the target road for the pedestrian to cross may be determined based on the pedestrian's travel path, and then the line segment perpendicular to the target road from the starting point of the pedestrian's crossing to the other side of the target road may be used as the pedestrian's travel path. Specifically, we can first determine a certain distance threshold, draw a circle with the starting point of the pedestrian crossing the road as the center and the distance threshold as the radius, find the roads that intersect with the circle in the road network database, and then retain the roads near the pedestrian and the roads that intersect with the pedestrian's path based on the pedestrian's travel path. Finally, delete the roads that do not meet the "pedestrian crossing requirements" among the roads that intersect with the pedestrian's travel path, so that the target road for pedestrian crossing can be determined.

[0054] After determining the target road for pedestrians to cross, the target road section that affects the pedestrians crossing the target road can be determined based on the target road. Figures 2A-2D As shown, Figures 2A-2DThe black solid line in the figure represents the road network data in the electronic map. The roads within the black solid line in the road network data are roads that cars can drive on. The thin dotted line represents the double yellow line in the middle of the road used to distinguish the direction of traffic. The dotted arrow part represents the direction of traffic, where the double yellow line is used to distinguish the direction of traffic. Figures 2A-2D The east-west roads are two-way roads, the north-south roads are one-way roads, and the pedestrians are on the south side of the roads. Figures 2A-2D The solid black circle in the figure represents the pedestrian's position, and the solid arrow indicates the pedestrian's crossing path. Based on the pedestrian's path, it can be predicted that the pedestrian will cross the road to the other side. The hollow circle in the figure is the radius range with the distance threshold as the radius. The road represented by the two parallel black bold solid lines in the east-west direction can be the "pedestrian road" found in this scenario; the road segment formed by the two black bold dashed lines in the east-west direction represents the "target section" determined according to the method provided in the embodiment of the application, that is, the "affected section" that affects pedestrian crossing.

[0055] Next, a target vehicle that will travel along the path of the target road where pedestrians are crossing is determined, and the travel time required for the target vehicle to reach the path is calculated. The target vehicle can be determined based on the target road segment corresponding to the target road determined in the previous step, with vehicles on the target road segment traveling toward the path being designated as the target vehicle. The road segments referred to in the embodiments of this application are referred to as road segments. The "target road segment" referred to can be a single road segment, such as a road segment on Baiyun Road, which can be the "target road segment"; a collection of multiple road segments, such as multiple road segments on Baiyun Road and Heitu Road, which can also be the "target road segment"; or a collection of road segments comprising a complete road, such as a road segment on Baiyun Road and the entire Heitu Road (Heitu Road can be a branch of Baiyun Road), which can also be the "target road segment". This application does not restrict the number of road segments contained in a target road segment or whether the included road segments belong to the same road. The target road segment corresponding to the target road can be determined by taking the pedestrian's crossing path and extending the path in the opposite direction of the vehicle's travel (the direction of travel) along the road being crossed, with the path as the centerline, to the road segment immediately preceding the first intersection with the target road. This road segment is then designated as the "target segment." Each time the target segment is traversed, it can be expanded by continuing in the opposite direction of travel, adding the road segment extending to the next intersection and any road segments on the road that intersect the target road at the intersections passed during the extension process as associated segments of the target road to the "target segments." In one possible implementation, if the pedestrian's path is close to the first intersection, there may be vehicles on the road that intersects the target road at the intersection that merge into the target road earlier than other vehicles on the target road segment. If the initial target road segment is determined based on the intersection, it may cause certain safety hazards. Therefore, in this case, the target road segment corresponding to the target road can be determined by first calculating the safe distance between the pedestrian and the target vehicle along the road direction based on the crossing time required for the pedestrian to cross the target road (see Figures 2A-2D Then find the target location point whose distance to the pedestrian exceeds the safe distance ( Figures 2A-2D The solid triangle in the figure represents the target location point, and the road section between the target location point and the pedestrian is the target road section (affected road section). Among them, the target location point determined at the edge of the safety distance can be beyond the safety distance, or it can be the target location point determined at the first intersection beyond the safety distance (see Figure 2AThe positions of the two target position points in the map). The embodiment of the present application takes the target position point being located at the edge of the safety distance as an example, that is, the length of the initial target road section (affected road section) is consistent with the length of the safety distance. Accordingly, there are two ways to determine the target vehicle. For a standard precision map, all vehicles traveling on the target road section can be used as candidate vehicles, and the vehicles whose driving direction is toward the travel path among the candidate vehicles can be used as target vehicles. That is, by determining the road segments included in the target road, these road segments can be used as target road segments, and then all vehicles traveling on the target road segments can be used as candidate vehicles, and then the vehicles whose driving direction is toward the travel path among the candidate vehicles can be used as target vehicles. For a high-precision map, since the high-precision map can be accurate to the lane level, it is possible to first determine the target lane segment whose lane direction is toward the travel path from the target road section, and then use the vehicle traveling on the target lane segment when the pedestrian travels to the starting point of the travel path as the target vehicle. That is, it can be done by first determining the target lane segment whose lane direction is toward the travel path on the target road, and then using the vehicle traveling on the target lane segment as the target vehicle.

[0056] like Figure 2A As shown, assuming that in the road network data, the "pedestrian road" is a two-way road, we can first find the "target section" on the "pedestrian road", that is, obtain the "affected section". For each "pedestrian road" in the previous step, according to the direction of vehicle travel (driving on the left or right), with the pedestrian's travel path as the center line, the "pedestrian road" is divided into two sections. The section where the vehicles that affect pedestrians crossing the road are located can be recorded as the "affected section". The "affected section" can be the section in the road network data that extends the "pedestrian road" eastward to the first intersection and westward to the first intersection; it can also be the initial "affected section" determined according to the calculated safety distance, extending eastward to the target position point at the edge of the safety distance and westward to the target position point at the edge of the safety distance (such as Figures 2A-2D As shown, since the "pedestrian road" is a two-way road, it extends in both directions). Figure 2A and Figure 2B The method of determining the affected road section according to the safety distance in two different cases is shown. Figure 2A When the "pedestrian road" is extended eastward to the target location point at the edge of the safety distance, the first intersection where the "pedestrian road" is extended eastward is not reached. The "affected section" determined thereby does not include the north-south road corresponding to the first intersection. Figure 2BIn the calculation, when the "pedestrian road" is extended eastward to the target location point at the edge of the safety distance, the east-west "affected section" has exceeded the first intersection. The "affected section" thus determined includes the north-south road corresponding to the first intersection. That is, when determining the target vehicle based on the target section, vehicles traveling on the north-south road corresponding to the first intersection should also be considered as target vehicles. If the waiting time for pedestrians to cross the road cannot be calculated within the scope of the above-mentioned "affected section", the scope of the "affected section" can be extended. That is, based on the road network connection relationship, the drivable roads for cars that can enter the "affected section" can be found and added to the results of the "affected section". Vehicles on these roads may also affect pedestrians crossing the road in this section. Each time the scope of the "affected section" is extended, the "affected section" can be extended to the section connected to the next intersection. Figure 2C is Figure 2A On this basis, after traversing one round, the schematic diagram of the “affected road section” is extended, wherein the “affected road section newly added for the first time” is the affected road section range newly added after the “affected road section” range is extended for the first time. Figure 2C Vehicles on the north-south road corresponding to the newly added intersection can drive to the target road where pedestrians cross (i.e. Figure 2C east-west roads in the middle); Figure 2D is Figure 2C Based on the above, after traversing 2 rounds, the diagram of the extended “affected road section” is shown, where the “second newly added affected road section” is the newly added affected road section after the second extension of the “affected road section”. The logic of the “second newly added affected road section” obtained by extending the “pedestrian road” westward is the same as that of the “second newly added affected road section” obtained by extending it eastward, which also extends to the next intersection and takes the road corresponding to the next intersection as the “second newly added affected road section”. Due to limited space, Figure 2D This part is not shown in the figure. Figure 2C and Figure 2D As shown in the figure, the more rounds of traversal, the more "affected road sections" can be found, and the more accurate the calculation of the waiting time for pedestrians to cross the road may be. However, the more rounds of traversal, the longer the calculation time required. Therefore, a threshold can be set for the number of traversal rounds as needed.

[0057] After determining the "affected road section" or extending the range of the "affected road section", vehicles on the "affected road section" can be included in the monitoring range according to the determined "affected road section", and vehicles in the monitoring range that can possibly travel to the target road where the pedestrian crosses in the future can be recorded as "target vehicles", and the driving time required for the target vehicles to travel to the travel path of the pedestrian is calculated, that is, the time for each vehicle to reach the position where the pedestrian crosses the road is calculated. The driving time required for each vehicle to reach the travel path of the pedestrian can be calculated according to the driving speed of the target vehicle, the distance between the target vehicle and the travel path, and the vehicle speed influencing factors, and the driving time required for the target vehicle to travel to the travel path, wherein the vehicle speed influencing factors can include vehicle characteristics (such as large vehicles or small vehicles, etc.), road traffic conditions (such as traffic congestion degree, etc.), vehicle driving habits, etc., and the driving speed can include the current speed or historical speed of the target vehicle, etc.

[0058] Finally, the waiting time of the pedestrian crossing the target road can be determined in the form of comparison based on the driving time required for the target vehicle to travel to the travel path and the crossing time required for the pedestrian to cross the target road, that is, the time for the pedestrian to wait to cross the road is calculated. Before comparison, the time required for the pedestrian to cross the road in a no-vehicle scenario can be calculated, that is, the time for the pedestrian to pass through the target road in a no-vehicle scenario can be calculated according to the current movement speed of the pedestrian and the width of the target road to be crossed by the pedestrian. The time for the pedestrian to pass through the target road in a no-vehicle scenario can be calculated by considering various factors, such as the travel mode of the pedestrian, the road surface attribute, the weather condition, etc., wherein the travel mode of the pedestrian can be walking, using a walking stick, sitting in a wheelchair, riding a bicycle, riding an electric bicycle, etc.; the road surface attribute can be the width of the road to be crossed by the pedestrian, the ease of passing through the road, such as the ease of passing through a cement road and the difficulty of passing through a dirt road, etc.; the weather attribute can be the weather at the location where the pedestrian crosses the road at the time, such as the faster walking speed of the pedestrian in sunny weather and the slower walking speed of the pedestrian in rainy weather, etc., and by comprehensively considering these conditions, the time required for the pedestrian to cross the road in a no-vehicle scenario can be relatively accurately calculated.

[0059] The specific calculation method can be: the travel time of the target vehicle driving to the travel path is sorted from small to large, if it is determined that the travel time ranked first exceeds the time required for pedestrians to cross the road in a no-car scenario, the waiting time for pedestrians to cross the target road is determined to be zero, if the travel time ranked first does not exceed the crossing time, the time interval between the two adjacent travel times is calculated according to the ranking, if a certain time interval exceeds the crossing time, the travel time before the time interval corresponding to the time interval is taken as the waiting time for pedestrians to cross the target road. Correspondingly, a certain threshold value can be set, if it exceeds the preset threshold value, for example, the travel time ranked first is 10s, the crossing time is 9s, in order to be safe, the pedestrian can be prompted to wait until the next time point that can safely cross the road before crossing the road. For example, assuming that there are 3 vehicles on the "influencing road section", the time when each vehicle reaches the front of the pedestrian after sorting is 10 seconds, 30 seconds and 40 seconds respectively. The predicted value of the time required for the pedestrian to pass through the road is t0=15 seconds. 10-0=10<15, the pedestrian cannot cross the road at 0 seconds; 30-10=20>15, the pedestrian can cross the road at 10 seconds, so 10 seconds is the waiting time for the pedestrian to cross the road. For example, assuming that there are 3 vehicles on the "influencing road section", the time when each vehicle reaches the front of the pedestrian after sorting is 10 seconds, 30 seconds and 40 seconds respectively. The predicted value of the time required for the pedestrian to pass through the road is t0=25 seconds. 10-0=10<25, 30-10=20<25, 40-30=10<25, so the pedestrian cannot safely cross the road within 40 seconds.

[0060] Through the above calculation method, if the "waiting time for pedestrians to cross the road" can be calculated, that is, the result of calculating the waiting time for pedestrians to cross the road is "yes", the time can be displayed to the pedestrian, and the whole process ends; if the "waiting time for pedestrians to cross the road" cannot be calculated, that is, the result of calculating the waiting time for pedestrians to cross the road is "no", it can be explained that the pedestrian cannot cross the road at the maximum value of the above time, at this time the range of the "influencing road section" can be extended, the target vehicle is re-determined, and the above method is used to calculate the "waiting time for pedestrians to cross the road" again until the pedestrian can safely cross the road after a certain calculated waiting time, and the whole process ends; if the calculation time or the number of iterations reaches a pre-set threshold value, the calculation can be stopped, the whole process ends, or it can also be prompted not to cross the road at the current position or to prompt other travel routes.

[0061] The scheme for determining the waiting time of a pedestrian crossing a road provided by the embodiments of the present application has high application value. For example, when a user uses an electronic map, the use habits of the user, such as frequently using car navigation or using public travel navigation by walking or riding, are recorded by the electronic map. For a user who frequently uses the public travel navigation function, when the user opens the electronic map, the electronic map can find a nearby road according to the location of the user by using the method provided by the embodiments of the present application. If the nearby road has heavy traffic and there is no traffic signal lamp at a position close to the user on the road, the electronic map can superimpose and display the waiting time of the user crossing the road on the homepage map. This novel experience can improve the sense of technology when the user uses the electronic map software, can create a unique riding and walking experience, and further improve the user stickiness. Meanwhile, after having this novel experience, the user will spontaneously promote it, attract more users to use the electronic map, and is also helpful for improving the monthly active user of the electronic map.

[0062] The above scheme is only an exemplary application scenario of the present application, and the embodiments of the present application can also be applied to any pedestrian crossing a road scenario, and the present application does not make any limitation in this regard.

[0063] The execution subject of the embodiments of the present application can be an application program, a service, an instance, a functional module in a software form, a virtual machine (VM), a container, or a cloud server, etc., or a hardware device (such as a server or a terminal device) or a hardware chip (such as a CPU, a GPU, an FPGA, an NPU, an AI accelerator card, or a DPU) having a data processing function, etc. The device for determining the waiting time of a pedestrian crossing a road, the device for prompting the waiting time of a pedestrian crossing a road, and the device for generating the travel duration of pedestrian navigation can be deployed on a computing device of an application party providing corresponding services or a cloud computing platform providing computing power, storage, and network resources. The mode of the cloud computing platform providing services to the outside world can be IaaS (Infrastructure as a Service), PaaS (Platform as a Service), SaaS (Software as a Service), or DaaS (Data as a Service). Taking the platform providing SaaS (Software as a Service) as an example, the cloud computing platform can use its own computing resources to provide the training of the determination model of the waiting time of a pedestrian crossing a road, the prompting model of the waiting time of a pedestrian crossing a road, and the generation model of the travel duration of pedestrian navigation, or the function execution of the determination module of the waiting time of a pedestrian crossing a road, the prompting module of the waiting time of a pedestrian crossing a road, and the generation module of the travel duration of pedestrian navigation. The specific application architecture can be built according to service requirements. For example, the platform can provide a construction service based on the above-mentioned models to application parties or individuals using platform resources, and further call the above-mentioned models and realize the functions of online or offline determination of the waiting time of a pedestrian crossing a road, prompting of the waiting time of a pedestrian crossing a road, and generation of the travel duration of pedestrian navigation based on the determination request, the prompting request, and the generation request of the waiting time of a pedestrian crossing a road submitted by a related client or server.

[0064] It should be noted that the user information (including but not limited to user device information and user personal information) and data (including but not limited to data for analysis, stored data, and displayed data) involved in the present application are all information and data authorized by the user or authorized by all parties, and the collection, use, and processing of related data need to comply with relevant laws, regulations, and standards of countries and regions, and provide corresponding operation entrances for users to choose authorization or refusal.

[0065] The technical solutions of the present application and how the technical solutions of the present application solve the foregoing technical problems will be described in detail below with specific embodiments. The several specific embodiments listed can be combined with each other, and the same or similar concepts or processes can not be described again in some embodiments. The embodiments of the present application will be described in detail below with reference to the drawings.

[0066] The embodiment of the present application provides a method for determining the waiting time of a pedestrian crossing a road, as shown in Figure 3 The flowchart of the method 300 for determining the waiting time of a pedestrian crossing a road according to an embodiment of the present application is shown in the figure, and the method 300 can include the following steps.

[0067] In step S301, the position information of the pedestrian and the target road to be crossed by the pedestrian are determined.

[0068] The position information of the pedestrian can be obtained by positioning. The specific positioning method can be satellite signal positioning such as GPS and Beidou, positioning by using a mobile phone and a WiFi signal, positioning by using a radar wave which is actually used more maturely, positioning by using a visual camera, and the like. For example, a camera on the road can take a photo of a pedestrian or a vehicle, etc. Since the camera on the road itself also has positioning, the photo taken by the camera can be transmitted to the cloud through the network, and the cloud processing server can identify the pedestrian or the vehicle in the photo, and then calculate the position of the pedestrian or the vehicle by using a pre-trained algorithm model, and then display the position information on an electronic map on the mobile phone.

[0069] After obtaining the position information of the pedestrian, the road in front of the pedestrian that meets the requirement of the pedestrian crossing the road can be found in the database storing the road network structure according to the position of the pedestrian, which can be recorded as the road on which the pedestrian is located. The requirement of the pedestrian crossing the road can refer to the road that meets the following conditions: the road is a road on which a car can travel, and the pedestrian can cross the road to the opposite side of the road, and the pedestrian crossing the road meets the relevant provisions of the road traffic law.

[0070] In one possible implementation, the target road to be crossed by the pedestrian can be determined according to the position information of the pedestrian. First, the target road region can be determined according to the current position or position information of the pedestrian and a preset distance radius, the distance radius being related to the positioning accuracy of the pedestrian and / or the width of the current road, wherein the distance radius can be inversely proportional to the positioning accuracy of the pedestrian and proportional to the width of the current road. Then, the road intersecting the current direction of the pedestrian or the navigation route is determined as the target road from at least one road included in the target road region.

[0071] In an embodiment of the present application, the preset distance radius may be related to the positioning accuracy of the pedestrian and / or the width of the current road. Specifically, the preset distance radius may be inversely proportional to the positioning accuracy of the pedestrian and directly proportional to the width of the current road. A fixed threshold may be set according to the type of road on which the pedestrian is located. The threshold may be related to the width of the current road; the wider the road, the larger the threshold). For example, on urban roads, considering that the roads are generally wider, the preset distance radius may be set to 21 meters (this distance may be the sum of the six lanes in both directions and the distance between the pedestrian and the edge of the lane); on non-urban roads, where the roads are generally narrower, the preset distance radius may be set to 9 meters (this distance may be the sum of the two lanes in both directions and the distance between the pedestrian and the edge of the lane).

[0072] Different thresholds can also be used based on the accuracy information of the positioning results. The threshold can be related to the positioning accuracy of the pedestrian, and the higher the accuracy, the smaller the threshold): if the data accuracy of the pedestrian's current location is high, it can be accurately known that the pedestrian is on the roadside, then the threshold can be smaller, and a smaller threshold can be used to find at least one road near the pedestrian; if the data accuracy of the pedestrian's location is low, when the pedestrian is on the roadside, the pedestrian's positioning point may be far away from the road. At this time, a larger threshold is required to find the road near the pedestrian.

[0073] After determining the preset distance radius, that is, the distance threshold, a circle can be drawn with the pedestrian's location as the center and the distance threshold as the radius, and roads that intersect with this circle can be found in the road network database. These roads can be regarded as roads near the pedestrian. Of course, this distance threshold can also be used as a reference to delineate areas of other shapes, such as rectangles, etc., and this application does not impose any restrictions on this. Then, based on the pedestrian's travel path or navigation route, the roads near the pedestrian found in the previous step that intersect with the pedestrian's travel path or the pedestrian's travel path preset in the navigation route can be retained as target roads, wherein the pedestrian's travel path can be determined using the pedestrian's travel direction obtained by a positioning device such as a compass, and this application does not impose any restrictions on this. Alternatively, based on the pedestrian's travel path, the roads near the pedestrian found in the previous step that are perpendicular to the pedestrian's travel path can be retained, and the distances perpendicular to these roads and the pedestrian's travel path can be calculated. The road with the closest vertical distance can be used as the target road for the pedestrian to cross.

[0074] Optionally, after determining the current road that the pedestrian is crossing based on the pedestrian's location information, the current road can be further screened to determine whether it is necessary to calculate a waiting time for the pedestrian crossing the current road. If the current road does not include any crossing obstacles, it can be determined that the current road is a traversable road, that is, a target road, and it is necessary to calculate a waiting time for the pedestrian crossing the current road. Such crossing obstacles may include isolation belts, green belts, and / or fences. In addition, it is also possible to determine that the current road is a set road type and determine whether it is necessary to calculate a waiting time for the pedestrian crossing the current road based on the road type. For example, the road type may include a pedestrian road. For a pedestrian road, since no vehicles will pass by, the pedestrian does not need to wait for the vehicle to pass when crossing the pedestrian road, and the waiting time for the pedestrian crossing the current road may not be calculated, that is, the road is not the target road.

[0075] Among them, whether it is necessary to calculate the waiting time for pedestrians to cross the current road, that is, whether the current road belongs to the target road, can be judged by two conditions, namely whether it satisfies the conditions that cars can drive and pedestrians can cross. Cars can drive, which can mean that the road type belongs to a road that cars can pass, such as a lane. Pedestrians can cross, which can mean that pedestrians may cross, such as a two-way road with a double yellow line in the middle. When pedestrians cross such roads, there are no crossing obstacles in the middle, so such roads can be regarded as roads that pedestrians can cross; while roads with crossing obstacles such as isolation belts, green belts, fences, etc. in the middle may require pedestrians to climb over or jump over to cross the road. This method of crossing the road is dangerous, so such roads can be regarded as roads that pedestrians cannot cross. The above-mentioned lanes, double yellow lines, isolation belts, green belts, fences and other information can be obtained by obtaining road attributes from the road network database.

[0076] Optionally, in the embodiment of the present application, the pedestrian may be located on one side of the current road being crossed, or in the middle of the current road. For example, the pedestrian itself is located in the isolation zone in the middle of the road. If the pedestrian is located in the middle of the road and the position of the pedestrian in the middle of the road can be accurately obtained through positioning information, then the method of this solution can also be used to calculate the waiting time for the pedestrian to cross the current road from the middle of the road. This application does not impose any restrictions on this.

[0077] Depending on the accuracy of the electronic map, the target road for pedestrians to cross can be a road segment or a lane segment. For example, since ordinary-precision electronic maps do not distinguish lanes, the target road for pedestrians to cross can be the road segment in front of the pedestrian; since high-precision maps distinguish lanes, the target road for pedestrians to cross can be the lane segment in front of the pedestrian. For scenarios where there are multiple continuous lane segments on the road in front of the pedestrian, the target road for pedestrians to cross can also be a collection of lane segments in front of the pedestrian.

[0078] In step S302 , a target vehicle that will travel to a path where a pedestrian crosses the target road in the future is determined, and a travel time required for the target vehicle to travel to the path is calculated.

[0079] In one possible implementation, target vehicles that will travel along the path of a pedestrian crossing a target road in the future can be identified by determining a target road segment corresponding to the target road and then selecting vehicles on the target road segment traveling toward the path as target vehicles. Specifically, a road segment included in the current road can be identified as the target road segment, and all vehicles traveling on the target road segment can be selected as candidate vehicles. Among the candidate vehicles, vehicles traveling toward the path can then be selected as target vehicles.

[0080] In this solution, the path of a pedestrian crossing the current road can be determined based on the pedestrian's direction (or heading). This can be the path of the pedestrian crossing the target road, such as a path in a direction perpendicular to the target road directly in front of the pedestrian, or a path formed by a straight line in front of the pedestrian. The length of this path can be the width of the target road, or the width of a lane or a collection of lane widths on the current target road directly in front of the pedestrian when the pedestrian is about to cross the road. This application does not impose any restrictions on this. The pedestrian's direction of travel can be determined based on electronic map software in a computing device (such as a mobile phone) held by the pedestrian. This determination method can be based on the computing device's built-in compass, which is generally more accurate. Alternatively, if there is a problem in determining the pedestrian's direction of travel, the electronic map can also provide a prompt. The pedestrian using the electronic map can calibrate the compass according to the prompt on the electronic map. The calibration method can be to draw an eight-shaped shape to obtain more accurate direction information. In one case, for example, if a pedestrian places a mobile phone facing the center of an intersection, it is difficult to use a compass to determine the road the pedestrian intends to cross. Therefore, in an embodiment of the present application, the waiting time for all possible roads that the pedestrian may cross can be calculated and displayed to the pedestrian at the same time.

[0081] Optionally, the target road section corresponding to the target road can be determined by first calculating the safe distance between the pedestrian and the target vehicle along the road direction based on the crossing time required for the pedestrian to cross the target road, and then finding the target position point whose distance to the pedestrian exceeds the safe distance, and using the road section between the target position point and the pedestrian as the target road section.

[0082] In this embodiment of the present application, the target road segment can be expanded through multiple traversals (iterations). The time it takes for a vehicle within this range to reach the pedestrian's path on the target road is then calculated. This time is then compared with the time it takes for a pedestrian to cross the target road in an unoccupied condition to determine the pedestrian's waiting time for crossing the target road. Each traversal (iteration) can extend the target road segment along both sides of the target road, centered around the pedestrian's location information. Each extension can extend to the first intersection on either side of the target road.

[0083] However, if the pedestrian is at a position close to the intersection, e.g. Figure 2B As shown, the target road extends left and right to the first intersection. If the target road segment on the left is long, for example, over 1 kilometer, but the target road segment on the right is short, for example, only 5 meters, then if the target road segment is determined based on the intersection, vehicles on the right branch road that are not included in the target road segment may reach the pedestrian before vehicles on the left branch road that are included in the target road segment. In this case, a safe distance along the road direction can be calculated between the pedestrian and the target vehicle. Then, a target location point whose distance to the pedestrian exceeds the safe distance can be found, and the section between this target location point and the pedestrian is used as the target road segment.

[0084] Specifically, the average vehicle speed (50 km / h is a good estimate for urban speeds) can be multiplied by the estimated pedestrian crossing time. This calculated distance can be recorded as the "safety distance." In one example, vehicles within the "safety distance" approaching from all directions must be considered to accurately estimate the pedestrian waiting time. For safety reasons, the actual "safety distance" used can be slightly larger than the distance calculated above.

[0085] If the default value for determining the initial target segment is to locate a distant intersection, the existing logic is to search for the first intersection in the opposite direction of each vehicle's travel direction. When an intersection is found in each direction, the distance along the road between this intersection and the pedestrian crossing point is determined. If this distance is less than the "safe distance," the search is continued in the opposite direction of all possible vehicle travel directions until the "safe distance" is met. Optionally, if after multiple rounds of traversal (iteration), that is, after multiple expansions of the target segment, there is a possibility of loops within the included roads, a loop avoidance check can be added.

[0086] In one example, vehicles traveling on a target road segment that are oriented toward the path of travel can be designated as target vehicles by first identifying all vehicles traveling on the target road segment as candidate vehicles, and then identifying those vehicles traveling toward the path of travel among the candidate vehicles as target vehicles. In other words, each target road for pedestrian crossings found above can be divided into two sections based on the direction of vehicle travel (left-hand or right-hand), with the pedestrian's path as the centerline. The section where the vehicles affecting pedestrian crossings are located is designated as the "target section." All vehicles traveling on the target road segment are designated as candidate vehicles, and then those vehicles traveling toward the path of travel among the candidate vehicles are designated as target vehicles.

[0087] The vehicle traveling toward the path of travel may be a vehicle currently traveling toward the path of pedestrians, a vehicle whose future direction of travel may be toward the path of pedestrians as determined by the vehicle's motion trajectory, or a vehicle whose future direction of travel may be toward the path of pedestrians as determined by the road attributes. This application does not impose any restrictions on this. For example, on roads where vehicles can turn around, a vehicle currently traveling toward a path of pedestrians may turn around and become so on that path in the future. Therefore, vehicles traveling on such roads may also be considered target vehicles and included in the monitoring scope.

[0088] In another example, to target vehicles on the target road segment traveling toward the path of travel, a target lane segment oriented toward the path of travel can be first determined from the target road segment. Vehicles traveling in the target lane segment when the pedestrian reaches the starting point of the path of travel can then be targeted. In other words, to determine target vehicles that will travel into the path of a pedestrian crossing the target road in the future, a target lane segment oriented toward the path of travel can be first determined from the target road segment. Vehicles traveling in the target lane segment can then be targeted.

[0089] Since the vehicle direction in the lane segment attributes can be called up in the database, if the lane in which the vehicle is located can be determined, the target vehicle's travel path can be known, and then the vehicle traveling on the target lane segment with the lane direction facing the travel path on the target road can be regarded as the target vehicle.

[0090] Specifically, the target vehicle that will travel to the path of the pedestrian crossing the target road in the future is determined. After the target vehicle is determined, the future driving trajectory of the target vehicle can be determined based on the navigation route of the target vehicle, or a vehicle trajectory prediction algorithm can be used to predict the trajectory of the vehicle captured images or historical driving trajectories to determine the future driving trajectory of the target vehicle, and target vehicles whose future driving trajectories pass through the driving path can be screened.

[0091] Among them, the method for determining the future driving trajectory of the target vehicle can be to connect the electronic map navigation software in the vehicle through the network. The car using the navigation software can automatically report the future driving trajectory of the vehicle. For example, in the scenario where the navigation software is used to plan a driving path for the target vehicle, assuming that the vehicle will travel according to the planned path, then the planned path can be used as the future driving trajectory of the target vehicle; the future driving trajectory of the vehicle can also be obtained through external information. For example, using sensors such as cameras on the road, the vehicle can be photographed through the cameras on the road. Since the cameras on the road themselves also have positioning, the photos taken by the cameras can be transmitted to the cloud through the network. The cloud processing server identifies the vehicle in the photo, and then calculates the position of the vehicle through a pre-trained algorithm model, and then combines the vehicle motion trajectory prediction algorithm to predict the vehicle's motion tendency; predictions can also be made based on the historical motion trajectory of the target vehicle. For example, if the target vehicle often goes straight on a certain section of road, it can be predicted that the target vehicle will still go straight at this time.

[0092] In some embodiments, the time required for a target vehicle to travel to the travel path may be calculated based on the target vehicle's speed, the distance between the target vehicle and the travel path, and a speed-influencing factor. The speed-influencing factor may include at least one of vehicle characteristics, road traffic conditions, and driving habits. The speed may include the target vehicle's current speed or a historical speed.

[0093] The target vehicle's speed can be determined by obtaining the vehicle's current speed as measured in real time by its positioning sensors. It can also be estimated based on the average speed of vehicles within the same historical time period, such as the target vehicle's average speed over the previous hour, day, or year, or the speed at the same time last week, month, or year. Because vehicle speeds on the same road section vary over time, predicting vehicle speeds within the same historical time period may be more accurate. For example, average speeds on the same road section on the same day can vary significantly during rush hour, other daytime hours, and late night. Using a span of the previous month or year accounts for seasonal variations in average speed on some roads, such as during and outside Spring Festival travel rush hours, or during National Day holidays and non-holiday periods. The vehicle's historical speed can be retrieved from a database. If the target vehicle's historical speed is unavailable, it can be estimated based on the average speed over the same time period or the speed limit for the road section or lane where the target vehicle is located.

[0094] Optionally, you can set a speed priority for the target vehicle. The priority of the target vehicle's speed can be differentiated based on the type of road section. Generally speaking, the more appropriate and the more recent the time, the better. For example, for urban roads, you can consider the speed of the same time period of the previous day or week, while for roads near scenic spots, you can consider the speed of the same time period of the previous year.

[0095] In the embodiments of the present application, factors influencing vehicle speed may include at least one of vehicle characteristics, road traffic conditions, and vehicle driving habits. Vehicle characteristics may include various information about the target vehicle, such as whether it is a large vehicle or a small vehicle; road traffic conditions may include current or future traffic congestion; and vehicle driving habits may include the driving habits of the target vehicle, such as whether a target vehicle frequently accelerates after turning. In addition to the aforementioned factors, factors influencing vehicle speed may also include any other factors that may affect vehicle speed, and this application does not impose any restrictions on these factors.

[0096] Specifically, when calculating the travel time required for the target vehicle to travel to the travel path, the above different influencing factors can be represented by different weights. There may be no order restriction between different influencing factors, and the weight coefficient is used to control the degree of influence of the factor on the vehicle speed.

[0097] In step S303 , the waiting time for the pedestrian to cross the target road is determined based on the travel time required for the target vehicle to travel to the travel path and the crossing time required for the pedestrian to cross the target road.

[0098] In one possible implementation, the crossing time required for a pedestrian to cross a target road can be determined based on the target road width, the pedestrian's travel speed, and a travel-influencing parameter, where the travel-influencing parameter includes at least one of travel mode, road surface properties, and weather conditions. Specifically, the crossing time can be determined by first determining an initial crossing time based on the target road width and the pedestrian's travel speed; then, correcting the initial crossing time based on the travel-influencing parameter, and determining the corrected crossing time as the crossing time required for the pedestrian to cross the target road. The travel-influencing parameter here may include at least one of travel mode, road surface properties, and weather conditions.

[0099] Specifically, the walking speed of the pedestrian can be obtained by using the electronic map navigation software used by the pedestrian. The electronic map navigation software can calculate the average speed of the pedestrian in this trip by the distance and time of the pedestrian in this trip, or predict the speed of the pedestrian crossing the target road by the historical speed of the pedestrian, or obtain the speed of the pedestrian before crossing the target road (for example, the average speed in the last 30 seconds), take the speed as the reference speed of the pedestrian crossing the target road, and use the reference speed and the width of the target road to calculate the predicted time of the pedestrian crossing the target road, or use a filtering algorithm or a neural network algorithm to make a more accurate prediction of the walking speed of the pedestrian. The width of the target road can be obtained from the stored road network database. In addition, the walking speed of the pedestrian can also be obtained by external information, for example, using a camera or other sensor on the road. The pedestrian can be photographed by the camera on the road. Since the camera on the road also has positioning, the photo taken by the camera can be transmitted to the cloud through the network, and the pedestrian in the photo can be recognized by the cloud processing server. Then, according to the position and time of the pedestrian, the walking speed of the pedestrian is calculated by using a pre-trained algorithm model. The walking speed of the pedestrian can be obtained in various forms, which can be predicted according to the current speed and historical speed of the pedestrian, or can be predicted according to the average speed of pedestrians with the same movement mode. The present application does not make any limitation.

[0100] The walking influence parameter can include at least one of a walking mode, a road surface attribute, and a weather state. The walking mode can be determined according to the current movement mode of the pedestrian. For example, the electronic map navigation software can provide an entry for the pedestrian to report the movement mode of the pedestrian. The pedestrian can select the walking mode in the navigation map software before using the navigation function. If the pedestrian does not use the electronic map through the navigation map software, an interface can be set in the software used by the pedestrian to require the pedestrian to report the walking mode. The walking mode can be walking, using a walking stick, sitting in a wheelchair, riding a bicycle, riding an electric bicycle, etc. The present application does not make any limitation. The road surface attribute can be obtained from the road network data, high-precision map data, etc. Different road surface conditions can be distinguished by assigning different weight values, such as asphalt pavement, cement pavement, etc. The weather state can be obtained from a public event service. The weather state can be the weather at the location where the pedestrian crosses the road at the time. For example, the pedestrian walks faster on a sunny day, and the pedestrian walks slower on a rainy day. In addition to the above-mentioned walking influence parameters, other walking influence parameters that can affect the walking speed of the pedestrian can also be included. The present application does not make any limitation. Based on the above conditions, the time required by the pedestrian to cross the road without a car can be calculated relatively accurately.

[0101] The above travel influence parameter can affect the predicted time by a preset coefficient. For example, the predicted time for a pedestrian to cross the target road according to the average walking speed can be t1, and for a road such as a dirt road on which it is more difficult to cross the road, the coefficient can be set as c1 = 1.5, and then 1.5t1 is the predicted time for the user to cross the road. Alternatively, the values of the coefficients of the same attribute can be different under different movement modes, that is, the same coefficient combined with different movement modes can change or remain the same. Alternatively, the values of the coefficients of various travel influence parameters can be added as the final coefficient value, and the final coefficient value after addition can be a coefficient with a minimum value of 1.

[0102] The way to calculate the walking speed of the pedestrian considering the above factors can be: first, the time required for the pedestrian to cross the road in the current travel mode (the road width divided by the average walking speed) can be calculated, which can be represented by t, and then the road surface attribute, weather state and other factors can be considered, and the final travel time T can be set as T = (c1 + c2...)*t, where c1, c2 are the influence coefficients of various factors considered, and T is the assumed time for the pedestrian to cross the target road under the condition of no vehicle.

[0103] The above factors can be used as parameters, and a configuration file can be used for pre-setting, and the scheme of the embodiments of the present application can be used.

[0104] In some embodiments, based on the driving time required for the target vehicle to travel to the travel path and the crossing time required for the pedestrian to cross the target road, the way to determine the waiting time for the pedestrian to cross the target road can be to sort the driving time required for the target vehicle to travel to the travel path from small to large, and then compare the driving time required for the target vehicle to travel to the travel path and the crossing time required for the pedestrian to cross the target road. If it is determined that the first sorted driving time exceeds the crossing time, the waiting time for the pedestrian to cross the target road can be determined as zero; if the first sorted driving time does not exceed the crossing time, the time interval between the adjacent two driving times can be calculated according to the sorting, and in response to a certain time interval exceeding the crossing time of the pedestrian, the preceding driving time corresponding to the time interval can be taken as the waiting time for the pedestrian to cross the target road.

[0105] The target vehicle driving time required for the target vehicle to drive to the travel path, assuming that the crossing time required for the pedestrian to cross the target road is t0, if no vehicle crosses the travel path of the pedestrian within a certain time interval with a duration of t0, the starting point of the time interval can be used as the waiting time for the pedestrian to cross the road, and the time interval can be denoted as [ts, ts+t0]. In the case of ts>0, that is, the pedestrian needs to wait for at least one vehicle to pass before starting to cross the target road, the smallest ts in all time intervals that meet the above rules can be used as the waiting time for the pedestrian to cross the road. For example, the pedestrian needs t0=15 seconds to cross the target road without a car, and there is no car passing in front of the pedestrian during the 10th to 26th second, that is, there is no car passing in front of the pedestrian during the 10th to 25th second; during the 11th to 26th second, there is still no car passing in front of the pedestrian, at this time the pedestrian can start at the 10th second or at the 11th second, at this time the smallest ts=10s can be determined as the waiting time for the pedestrian to cross the road; for example, the pedestrian needs t0=15 seconds to cross the target road without a car, and there is no car passing in front of the pedestrian during the 10th to 25th second, and there is also no car passing in front of the pedestrian during the 30th to 45th second, then the pedestrian can start at the 10th second or at the 30th second, at this time the smallest ts=10s can be determined as the waiting time for the pedestrian to cross the road, and the pedestrian can also be prompted on the electronic map interface that the pedestrian can also start at the 30th second, and the pedestrian is prompted to reach the other side of the road within 15 seconds.

[0106] One way to determine the waiting time for the pedestrian to cross the target road is to first sort the target vehicle driving time required for the target vehicle to drive to the travel path in ascending order, and then compare the target vehicle driving time required for the target vehicle to drive to the travel path and the crossing time required for the pedestrian to cross the target road. When it is determined that the first sorted driving time exceeds the crossing time, it can be determined that the waiting time for the pedestrian to cross the target road is zero; when the first sorted driving time does not exceed the crossing time, the time interval between the adjacent two driving times can be calculated according to the sorting, and if a certain time interval exceeds the crossing time of the pedestrian, the preceding driving time corresponding to the time interval can be used as the waiting time for the pedestrian to cross the target road.

[0107] For example, assuming that there are 3 vehicles in total in the target vehicles, and the travel time of each vehicle to the travel path is sorted as 10 seconds, 30 seconds and 40 seconds. The predicted time for the pedestrian to pass through the road is t0=15 seconds. Then the travel time of the first vehicle is 10s-0s=10s<t0=15s, that is, the pedestrian cannot cross the road at 0 second; the travel time of the second vehicle is 30s-10s=20s>t0=15s, then the pedestrian can pass through the target road after the first vehicle passes through and before the second vehicle arrives, and the pedestrian can cross the road at 10 seconds; the travel time of the third vehicle is 40s-30s=10s<t0=15s, then the pedestrian cannot pass through the target road after the second vehicle passes through and before the third vehicle arrives. Therefore, 10 seconds can be determined as the waiting time for the pedestrian to cross the target road.

[0108] For example, assuming that there are 3 vehicles in total in the target vehicles, and the travel time of each vehicle to the travel path is sorted as 10 seconds, 30 seconds and 40 seconds. The predicted time for the pedestrian to pass through the road is t0=15 seconds. Then the travel time of the first vehicle is 10s-0s=10s<t0=15s, that is, the pedestrian cannot cross the road at 0 second; the travel time of the second vehicle is 30s-10s=20s>t0=15s, then the pedestrian can pass through the target road after the first vehicle passes through and before the second vehicle arrives, and the pedestrian can cross the road at 10 seconds; the travel time of the third vehicle is 40s-30s=10s<t0=15s, then the pedestrian cannot pass through the target road after the second vehicle passes through and before the third vehicle arrives. Therefore, 10 seconds can be determined as the waiting time for the pedestrian to cross the target road.

[0109] For the above case, if the waiting time for the pedestrian to cross the target road can be calculated, the waiting time for the pedestrian to cross the target road in the present scheme can no longer be calculated; if the waiting time for the pedestrian to cross the target road cannot be calculated, for example, the pedestrian cannot safely cross the target road within 40 seconds, the road range of the target vehicle can be expanded, the target vehicle can be determined again from the expanded road range, and the waiting time for the pedestrian to cross the target road can be calculated according to the re-determined target vehicle.

[0110] Optionally, the scheme for calculating the waiting time for the pedestrian to cross the road can be applied to estimate the time for the pedestrian to cross the road in the scene without traffic lights, and can also be applied to predict the time for the pedestrian to cross the road in the scene with traffic lights. In the scene with traffic lights, the time of the traffic light can also be considered, and the present application does not make any limitation in this regard.

[0111] Optionally, for safety considerations, the waiting time for the pedestrian to cross the target road can be added with a few seconds as a buffer on the basis of the actual predicted time, for example, the crossing time of the pedestrian to cross the target road can be increased by a few seconds, and then the waiting time of the pedestrian can be predicted, so that the user experience is better.

[0112] In one possible implementation, the aforementioned determination of the waiting time for pedestrians to cross the target road based on the travel time required for the target vehicle to reach the travel path and the crossing time required for the pedestrian to cross the target road may also include the following scheme: after comparing the travel time and crossing time of the target vehicles, if it is determined that the pedestrian cannot cross the target road within the time range required for all target vehicles to reach the travel path, an associated road segment connected to the target road segment may be searched from the road network data, the associated road segment may be added to the target road segment, and a vehicle on the target road segment traveling in a direction toward the travel path may be determined as the target vehicle. The associated road segment may be a road segment on the target road extending in the direction opposite to the vehicle's travel direction, or may be another road (referred to as an "intersecting road") or road segment (referred to as an "intersecting road segment") that intersects the target road at an intersection on the target road, or may be another road or road segment that is connected to or intersects with the intersecting road or intersecting road segment based on a connection relationship in the road network data. Adding the associated road segment to the target road segment is equivalent to expanding the scope of the "target road segment," thereby allowing the target vehicle to be searched within the larger target road segment. In other words, the road range for selecting the target vehicle can be expanded, and the target vehicle can be re-identified within the expanded road range. The waiting time for pedestrians crossing the target road can then be re-determined based on the determined target vehicle. The process from re-identifying the target road segment to re-determining the waiting time can be performed at least once.

[0113] Since vehicle positions change dynamically, if the waiting time for pedestrians to cross the target road cannot be calculated after the target vehicle is initially determined, the road range for selecting the target vehicle can be expanded, and the target vehicle can be re-determined from the expanded road range. The waiting time for pedestrians to cross the target road can be calculated based on the re-determined target vehicle until the pedestrian can cross the road safely. Alternatively, after a certain preset time threshold is reached, the waiting time for pedestrians to cross the target road can no longer be calculated, and pedestrians can be prompted to cross the target road through other paths or methods. The preset time threshold can be 5 minutes. This threshold can avoid a large amount of invalid calculations and reduce the power consumption and network traffic requests of the user or pedestrian terminal or the server caused by invalid calculations.

[0114] In the embodiments of the present application, the road range of the target vehicle is expanded, other road segments that can enter the target road segment in which the pedestrian is located can be found by using the road network connection relationship stored in the electronic map database, or other lane segments that can enter the target lane segment in the target road in which the pedestrian is located and whose lane direction is oriented to the path of the pedestrian can be found, these road segments or lane segments are added to the set of target road segments or target lane segments, the vehicles running on these road segments or lane segments are added to the set of target vehicles, and the target vehicles are monitored to calculate the driving time required for the target vehicles to drive to the path of travel. The road network connection relationship can be a general attribute in the database storing the road network structure, and the connected roads between various database tables can be associated by the same ID.

[0115] Specifically, the road range of the target vehicle is expanded, the target vehicle is re-determined from the expanded road range, and the waiting time of the pedestrian crossing the target road is re-determined according to the re-determined target vehicle. This process can be iterated multiple times. In general, the more the iteration rounds, the more vehicles are considered, which can make the calculation more accurate, but the calculation time can be longer. In theory, the road range of the target vehicle can be expanded all the time without traffic signals, but if the road range is expanded in the process of expanding the road range, the traffic signal can affect the prediction of the driving time required for the target vehicle to drive to the path of travel by using the historical average vehicle speed, so a threshold range can be set for the distance of the road range of the road segment, for example, the range of the road segment can be set to not more than 3000 meters, to avoid calculating the road segment that is too long, and the calculation speed is slow due to the large number of target vehicles to be calculated.

[0116] In addition, a threshold can be set for the iteration rounds of the aforementioned expansion of the road range of the target vehicle, and the iteration rounds can be set to 0-4 rounds, and the preferred threshold can be 1 round. The road range of the target vehicle expanded each time can be all road segments or lane segments connected to the road segments or lane segments in the target road range in the opposite direction of the driving direction according to the road network connection relationship. These newly added road segments or lane segments can be the road segments or lane segments determined from the road intersection connecting the target road to the first road intersection on the road where the newly added road segments or lane segments are located. The iteration rounds can be used as a parameter and pre-configured by using a configuration file, and used when the scheme of the embodiments of the present application is implemented.

[0117] For example, assuming that the first acquired set of road ranges of the target vehicle is M, then in the process of expanding the road range of the target vehicle, traversing the road range of the target vehicle can mean finding all roads connected to M along the reverse direction of the driving direction in these road ranges, and adding road segments or lane segments in these roads to the set M, and the new set is denoted as M1, and this process can be the first round of traversal. If all roads connected to the set M1 are found again, and road segments or lane segments in these roads are added to the set M1 again, and the new set is denoted as M2, then this process can be the second round of traversal.

[0118] In the process of expanding the road range of the selected target vehicle, if a threshold value for the number of traversal rounds is reached, or after a preset time threshold value is reached, for example, 5 minutes have been calculated but the waiting time for the pedestrian to cross the target road cannot be determined, or in the process of expanding the road range of the selected target vehicle, the expanded road range extends to the intersection of a certain traffic signal, and the waiting time for the pedestrian to cross the target road cannot be determined, the calculation of the waiting time for the pedestrian to cross the target road can be stopped, and the pedestrian can be prompted to cross the target road by other paths or methods. It is worth noting that in the process of expanding the road range of the selected target vehicle, the expanded road range extends to the intersection of a certain traffic signal, and the calculation can also not be stopped. The optional solution can also be to stop extending the road at the intersection, but to continue extending other roads in the road range. When calculating, the time of the traffic signal at this intersection can be increased to the consideration range.

[0119] In some embodiments, according to different electronic maps, the above-mentioned scheme of expanding the road range of the selected target vehicle and re-determining the target vehicle from the expanded road range can have the following two ways: The first way can be that if the electronic map used is not a high-precision map, or the target road crossed by the pedestrian or the road where the target vehicle is located is not in a high-precision map area in the corresponding area of the electronic map, the associated road segments connected to the road segment can be found from the road network data according to the identification of the target road segment, and the associated road segments are added to the target road segment, and then the vehicle driving on the target road segment is determined as the target vehicle. The second way can be that if the electronic map used is a high-precision map, or the target road crossed by the pedestrian or the road where the target vehicle is located is in a high-precision map area in the corresponding area of the electronic map, the associated lane segments connected to the target lane segment can be found from the road network data according to the identification of the target lane segment, and the associated road segments are added to the target lane segment, and then the vehicle driving on the target lane segment is determined as the target vehicle.

[0120] For example, when the road range of the target vehicle is enlarged as mentioned above, if a road range corresponding to high-precision road network data exists in the enlarged road range, the lane segments in the road range can be extracted, so that the road range of the target vehicle can be determined more accurately, and the range for selecting the target vehicle is refined from the road segment level to the lane level, and the waiting time of the pedestrian crossing the road can be predicted more accurately.

[0121] Specifically, if it is determined according to the re-determined target vehicle that the pedestrian cannot cross the target road within the time range in which all the target vehicles drive to the travel path, it can be prompted that it is not recommended to cross the road at the current location or to take other travel routes.

[0122] Optionally, when the target road to be crossed by the pedestrian belongs to the area of the high-precision map in the electronic map, and the position of the target vehicle driving to the target road can be positioned to the lane, the lane information in the high-precision map can be used to more accurately estimate the time required for the pedestrian to cross the target road in combination with the more accurate vehicle position. The specific calculation method can be: first, the lane information on the travel path of the target road to be crossed can be obtained, including the number of lanes, the width of each lane, etc. Second, for each lane, the predicted speed of the pedestrian crossing the road can be calculated in the aforementioned manner, and the time range for the pedestrian to cross the lane can be calculated, which can be recorded as the "predicted time range". The "predicted time range" can be estimated by dividing the lane width by the pedestrian speed. For example, there are 2 lanes on the target road segment to be crossed by the pedestrian. Assuming that the predicted speed of the pedestrian is v, the start time of the pedestrian crossing the target road is ts, the width of the lane closest to the pedestrian is s1, and the width of the farther lane is s2. The predicted time range for the pedestrian to cross the s1 lane can be ts to ts + s1 / v, and the predicted time range for the pedestrian to cross the s2 lane can be ts + s1 / v to ts + (s1 + s2) / v. If there is no vehicle in the "predicted time range" of a lane that can pass through the position of the travel path of the pedestrian crossing the road on the lane, it can be considered that the pedestrian can safely pass through the lane. Third, for each lane of the target road to be crossed by the pedestrian, if each lane can satisfy the aforementioned condition that there is no vehicle in the "predicted time range" of the lane that can pass through the position of the travel path of the pedestrian crossing the road on the lane, it can be considered that the pedestrian can safely pass through the target road to be crossed composed of these lanes. At this time, ts can be used as the start time of the pedestrian safely crossing the target road. Finally, among all the values of "the start time of the pedestrian safely crossing the target road", a minimum value can be found, which can be recorded as ts(min). The difference between ts(min) and the current time can be used as the waiting time of the pedestrian crossing the road.

[0123] For example, assuming that the target road that the pedestrian is about to cross contains two lanes, the vehicles on the lanes are traveling in opposite directions, and the "predicted time range" for the pedestrian to cross the target road is 10s, then the "predicted time range" for the pedestrian to cross each lane can be 5s. In the first lane closer to the pedestrian, at the 6th second, a car will drive into the pedestrian's path of crossing the lane, 6s>5s, then the predicted time range for the pedestrian to cross the lane can be 0s to 5s or 1s to 6s, so the pedestrian can pass through the first lane at the 0th or 1st second; in the first lane farther from the pedestrian, at the 11th and 21st seconds respectively, two cars will drive into the pedestrian's path of crossing the lane, then the predicted time range for the pedestrian to cross the lane can be 5s to 11s or 6s to 11s. , 11s-5s=6s>5s, 11s-6s=5s, so the pedestrian can safely cross the lane before the first car in the lane (i.e. the car that arrives in the 11th second) drives onto the pedestrian's path to cross the lane. Therefore, 0s or 1s can be used as the starting time for the pedestrian to safely cross the target road. Taking the minimum value of 0s, the pedestrian can cross the target road without waiting time. In this example, if the lanes cannot be distinguished in the road network data, then according to the calculation method in the aforementioned embodiment of this scheme, the waiting time for the pedestrian to cross the target road will be 11s. Therefore, according to the embodiment of the present application, taking the lane information in the high-precision map into consideration will improve the accuracy of calculating the waiting time for pedestrians to cross the target road. Of course, for safety reasons, when showing the waiting time to pedestrians, part of the time can be added as the final waiting time, or the pedestrian can be prompted within which time range it is safer to cross the road.

[0124] The embodiment of the present application also provides a method for prompting the waiting time for pedestrians to cross the road, such as Figure 4 FIG. 4 is a flow chart of a method 400 for notifying pedestrians of the waiting time for crossing a road according to an embodiment of the present application. The method 400 may include:

[0125] In step S401 , the location information of the pedestrian is obtained.

[0126] In step S402, the waiting time for pedestrians to cross the target road is determined according to the position information by using any one of the aforementioned schemes 300 for determining the waiting time for pedestrians to cross the road.

[0127] In step S403, the waiting time is prompted.

[0128] The embodiment of the present application also provides a method for generating the travel time of pedestrian navigation, such as Figure 5 FIG. 5 is a flow chart of a method 500 for generating a travel duration for pedestrian navigation according to an embodiment of the present application. The method 500 may include:

[0129] In step S501, a travel navigation route is determined.

[0130] In step S502, a target road to be crossed by the pedestrian and position information of the pedestrian when crossing the target road are determined based on the travel navigation route.

[0131] In step S503, a waiting time for the pedestrian to cross the target road is determined based on the position information by any of the aforementioned methods for determining the waiting time for the pedestrian to cross the road.

[0132] In step S504, a travel duration of the travel navigation route is generated according to the waiting time for the pedestrian to cross the target road.

[0133] Corresponding to the application scenarios and methods of the method provided in the embodiments of the present application, the embodiments of the present application further provide a device for determining a waiting time for a pedestrian to cross a road. As shown in Figure 6 FIG. 6 is a structural block diagram of a device 600 for determining a waiting time for a pedestrian to cross a road according to an embodiment of the present application. The device 600 can include:

[0134] A target road determination module 601 is configured to determine position information of the pedestrian and a target road to be crossed by the pedestrian.

[0135] A target vehicle determination module 602 is configured to determine a target vehicle that will travel to a travel path of the pedestrian crossing the target road in the future, and calculate a travel time required for the target vehicle to travel to the travel path.

[0136] A waiting time calculation module 603 is configured to determine a waiting time for the pedestrian to cross the target road based on the travel time required for the target vehicle to travel to the travel path and a crossing time required for the pedestrian to cross the target road.

[0137] In a possible implementation, the target vehicle determination module 602 can include:

[0138] A target road section determination sub-module is configured to determine a target road section corresponding to the target road.

[0139] A target vehicle determination sub-module is configured to determine a vehicle on the target road section as the target vehicle, which travels in a direction towards the travel path.

[0140] In an embodiment, the target road section determination sub-module can include:

[0141] A safety distance calculation unit is configured to calculate a safety distance between the pedestrian and the target vehicle in a road direction according to the crossing time required for the pedestrian to cross the target road.

[0142] a target position point searching unit configured to search for a target position point with a distance to the pedestrian exceeding the safety distance;

[0143] a target road section determining unit configured to determine a road section between the target position point and the pedestrian as a target road section.

[0144] In an embodiment, the target vehicle determining sub-module can include:

[0145] a target road segment determining unit configured to determine all vehicles running on the target road section as candidate vehicles.

[0146] a target vehicle determining unit configured to determine a vehicle running on the target road section with a running direction towards the travel path as a target vehicle.

[0147] In another embodiment, the target vehicle determining sub-module can include:

[0148] a target lane segment determining unit configured to determine a target lane segment with a lane direction towards the travel path from the target road section.

[0149] a target vehicle determining unit configured to determine a vehicle running on the target lane segment when the pedestrian travels to a starting point of the travel path as a target vehicle.

[0150] In a possible implementation, the waiting time calculating module 603 can include:

[0151] a running time sorting sub-module configured to sort running times required for the target vehicle to travel to the travel path in ascending order.

[0152] a waiting time determining first sub-module configured to determine a waiting time for the pedestrian to cross the target road as zero if a first sorted running time exceeds the crossing time.

[0153] a waiting time determining second sub-module configured to determine a preceding running time corresponding to a time interval between two adjacent running times as the waiting time for the pedestrian to cross the target road if the first sorted running time does not exceed the crossing time.

[0154] In some embodiments, the target vehicle determining sub-module can include:

[0155] The target vehicle redetermining unit is configured to compare the travel time of the target vehicle with the crossing time. If it is determined that the pedestrian cannot cross the target road within the time range of all target vehicles traveling to the travel path, the target vehicle redetermining unit is configured to search for an associated road segment connected to the target road segment from the road network data, add the associated road segment to the target road segment, and determine the vehicle on the target road segment traveling in the direction of the travel path as the target vehicle.

[0156] The waiting time redetermining unit is used to redetermine the waiting time for the pedestrian to cross the target road according to the determined target vehicle, wherein the process from redetermining the target road section to redetermining the waiting time is performed at least once.

[0157] In a possible implementation, the target vehicle determination module 602 may further include:

[0158] The target vehicle future trajectory determination submodule is used to determine the future driving trajectory of the target vehicle based on the navigation route of the target vehicle, or to use a vehicle trajectory prediction algorithm to perform trajectory prediction on vehicle captured images or historical driving trajectories to determine the future driving trajectory of the target vehicle.

[0159] The target vehicle screening submodule is used to screen target vehicles whose future driving trajectories pass through the travel path.

[0160] In a possible implementation, the waiting time calculation module 603 may include:

[0161] A crossing time determination submodule is used to determine the crossing time required for a pedestrian to cross the target road based on the width of the target road, the pedestrian's travel speed and travel influencing parameters, wherein the travel influencing parameters include at least one of travel mode, road surface properties and weather conditions.

[0162] Corresponding to the application scenario and method of the method provided in the embodiment of the present application, the embodiment of the present application also provides a device for reminding pedestrians of the waiting time for crossing the road. Figure 7 FIG. 1 is a block diagram of a device 700 for notifying pedestrians of the waiting time for crossing a road according to an embodiment of the present application. The device 700 may include:

[0163] The location information acquisition module 701 is used to acquire the location information of pedestrians.

[0164] The waiting time determination module 702 is configured to determine the waiting time for a pedestrian to cross a target road according to the position information using any of the methods described above.

[0165] The waiting time prompting module 703 is used to prompt the waiting time.

[0166] Corresponding to the application scenario and method of the method provided in the embodiment of the present application, the embodiment of the present application also provides a device for generating an estimated arrival time of pedestrian navigation. Figure 8 FIG. 8 is a block diagram of a device 800 for generating an estimated time of arrival for pedestrian navigation according to an embodiment of the present application. The device 800 may include:

[0167] The navigation route determination module 801 is used to determine the navigation route.

[0168] The position information determination module 802 is configured to determine a target road for the pedestrian to cross based on the navigation route and the position information of the pedestrian when the pedestrian crosses the target road.

[0169] The waiting time determination module 803 is configured to determine the waiting time for a pedestrian to cross the target road based on the position information by using any of the methods described above.

[0170] The travel duration generating module 804 is configured to generate the travel duration of the navigation route according to the waiting time for the pedestrian to cross the target road.

[0171] The functions of each module in each device in the embodiments of the present application can be found in the corresponding description in the above method, and have corresponding beneficial effects, which will not be repeated here.

[0172] Figure 9 FIG. 1 is a block diagram of an electronic device for implementing an embodiment of the present application. Figure 9 As shown, the electronic device includes: a memory 901 and a processor 902. The memory 901 stores a computer program that can be run on the processor 902. When the processor 902 executes the computer program, the method in the above embodiment is implemented. The number of the memory 901 and the processor 902 can be one or more.

[0173] The electronic device also includes:

[0174] The communication interface 903 is used to communicate with external devices and perform data exchange transmission.

[0175] If the memory 901, processor 902, and communication interface 903 are implemented independently, the memory 901, processor 902, and communication interface 903 can be connected to each other via a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 9 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0176] Optionally, in a specific implementation, if the memory 901, the processor 902 and the communication interface 903 are integrated on a chip, the memory 901, the processor 902 and the communication interface 903 can communicate with each other through an internal interface.

[0177] An embodiment of the present application provides a computer-readable storage medium storing a computer program, which implements the method provided in the embodiment of the present application when the program is executed by a processor.

[0178] An embodiment of the present application also provides a chip, which includes a processor for calling and executing instructions stored in the memory from the memory, so that a communication device equipped with the chip executes the method provided in the embodiment of the present application.

[0179] An embodiment of the present application also provides a chip, including: an input interface, an output interface, a processor and a memory. The input interface, the output interface, the processor and the memory are connected through an internal connection path. The processor is used to execute the code in the memory. When the code is executed, the processor is used to execute the method provided in the embodiment of the application.

[0180] It should be understood that the processor described above may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor. It is worth noting that the processor may be a processor that supports the Advanced RISC Machines (ARM) architecture.

[0181] Furthermore, optionally, the aforementioned memory may include read-only memory and random access memory. The memory may be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. Non-volatile memory may include read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory may include random access memory (RAM), which serves as an external cache memory. By way of example and not limitation, many forms of RAM are available. For example, static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link DRAM (SLDRAM) and direct memory bus random access memory (DR RAM).

[0182] In the above embodiments, all or part of the embodiments may be implemented using software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments may be implemented in the form of a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions according to the present application are generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another.

[0183] In the description of this specification, the reference terms "one embodiment," "some embodiments," "example," "specific example," or "some examples" mean that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. Moreover, the specific features, structures, materials, or characteristics described may be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification, as well as features of different embodiments or examples, unless they are mutually inconsistent.

[0184] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. Throughout the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0185] Any process or method described in the flowchart or otherwise described herein can be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a specific logical function or process. The scope of the preferred embodiments of the present application includes other implementations in which the functions may be performed in a different order than shown or discussed, including performing the functions substantially simultaneously or in reverse order depending on the functions involved.

[0186] The logic and / or steps described in the flowchart or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus or device (such as a computer-based system, a system including a processor, or other system that can fetch instructions from and execute instructions on an instruction execution system, apparatus or device), or used in conjunction with such instruction execution systems, apparatuses or devices.

[0187] It should be understood that each part of the present application can be realized by hardware, software, firmware or a combination thereof. In the above embodiments, a plurality of steps or methods can be realized by software or firmware stored in a memory and executed by a suitable instruction execution system. All or part of the steps of the above-mentioned embodiment methods can be completed by a program instructing the relevant hardware, which can be stored in a computer readable storage medium and includes one or a combination of the steps of the embodiment methods when executed.

[0188] In addition, each functional unit in each embodiment of the present application can be integrated in one processing module, or each unit can be physically present separately, or two or more units can be integrated in one module. The above-mentioned integrated module can be realized in the form of hardware or in the form of a software functional module. The above-mentioned integrated module, if realized in the form of a software functional module and sold or used as an independent product, can also be stored in a computer readable storage medium. The storage medium can be a read-only memory, a magnetic disk or an optical disk, etc.

[0189] The above is only an exemplary embodiment of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art can easily think of various changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method for determining the waiting time for pedestrians to cross a road, comprising: Determine the location information of the pedestrian and the target road for the pedestrian to cross; Calculating a safe distance between the pedestrian and the target vehicle along the road direction according to a crossing time required for the pedestrian to cross the target road; Find a target location point whose distance from the pedestrian exceeds the safety distance; Taking the road section between the target location point and the pedestrian as the first influencing road section on the target road; When the first affected road segment exceeds an intersection on the target road, the target road segment includes the first affected road segment and a road connected to the intersection and merging into the first affected road segment; when the first affected road segment does not exceed an intersection on the target road, the target road segment includes the first affected road segment; A vehicle on the target road segment that is traveling in a direction toward a path where a pedestrian crosses the target road in the future is taken as a target vehicle, and a travel time required for the target vehicle to travel to the path is calculated; Based on the travel time required for the target vehicle to travel to the travel path and the crossing time required for the pedestrian to cross the target road, the waiting time for the pedestrian to cross the target road is determined; wherein the waiting time for the pedestrian to cross the target road is calculated based on the pedestrian's current movement speed and the width of the target road for the pedestrian to cross.

2. The method according to claim 1, wherein The step of taking a vehicle on the target road section that is traveling in a direction toward the travel path as a target vehicle comprises: All vehicles traveling on the target road section are considered as candidate vehicles; A vehicle whose driving direction is toward the travel path among the candidate vehicles is taken as a target vehicle.

3. The method according to claim 1, wherein The step of taking a vehicle on the target road section that is traveling in a direction toward the travel path as a target vehicle comprises: determining a target lane segment having a lane direction toward the travel path from the target road segment; The vehicle traveling on the target lane segment when the pedestrian travels to the starting point of the travel path is taken as the target vehicle.

4. The method according to claim 1, wherein The determining of the waiting time for the pedestrian to cross the target road based on the travel time required for the target vehicle to travel to the travel path and the crossing time required for the pedestrian to cross the target road includes: sorting the travel time required for the target vehicle to travel to the travel path from smallest to largest; If it is determined that the travel time of the first ranked pedestrian exceeds the crossing time, then determining that the waiting time for the pedestrian to cross the target road is zero; If the first-ranked driving time does not exceed the crossing time, in response to the time interval between two adjacent driving times exceeding the crossing time, the previous driving time corresponding to the time interval is used as the waiting time for the pedestrian to cross the target road.

5. The method according to claim 1, wherein The determining of the waiting time for the pedestrian to cross the target road based on the travel time required for the target vehicle to travel to the travel path and the crossing time required for the pedestrian to cross the target road includes: By comparing the travel time of the target vehicle and the crossing time, if it is determined that the pedestrian cannot cross the target road within the time range of all target vehicles traveling to the travel path, searching the road network data for an associated road segment connected to the target road segment, adding the associated road segment to the target road segment, and determining the vehicle on the target road segment that is traveling in the direction of the travel path as the target vehicle; The waiting time for the pedestrian to cross the target road is re-determined according to the determined target vehicle, wherein the process from re-determining the target road segment to re-determining the waiting time is performed at least once.

6. The method according to claim 1, wherein The determining of a target vehicle that will travel to a path where a pedestrian crosses the target road in the future further includes: Determine the future driving trajectory of the target vehicle based on the navigation route of the target vehicle, or use a vehicle trajectory prediction algorithm to perform trajectory prediction on vehicle captured images or historical driving trajectories to determine the future driving trajectory of the target vehicle; Target vehicles whose future driving trajectories pass through the travel path are screened.

7. The method according to claim 1, wherein The crossing time required for the pedestrian to cross the target road is determined by the following steps: The crossing time required for the pedestrian to cross the target road is determined based on the width of the target road, the travel speed of the pedestrian and a travel influencing parameter, wherein the travel influencing parameter includes at least one of a travel mode, a road surface property and a weather condition.

8. A method for notifying pedestrians of the waiting time for crossing a road, comprising: Obtaining pedestrian location information; Determining a waiting time for a pedestrian to cross a target road according to the position information according to any one of claims 1 to 7; The waiting time is prompted.

9. A method for generating travel time for pedestrian navigation, comprising: Determine the navigation route; determining a target road for the pedestrian to cross based on the travel navigation route and position information of the pedestrian when the pedestrian crosses the target road; Determining a waiting time for a pedestrian to cross the target road based on the position information by the method according to any one of claims 1 to 7; The travel duration of the navigation route is generated according to the waiting time for the pedestrian to cross the target road.

10. An electronic device comprising a memory, a processor, and a computer program stored in the memory, wherein the processor implements the method according to any one of claims 1 to 9 when executing the computer program.

11. A computer-readable storage medium, wherein a computer program is stored in the computer-readable storage medium, and when the computer program is executed by a processor, the method according to any one of claims 1 to 9 is implemented.

Images