Bus route map construction method and device and bus route map information broadcasting method and device

Abstract

The invention provides a bus route map construction method and device and an information broadcasting method and device, and relates to the technical field of data processing, and the bus route map construction method comprises the steps: obtaining first motion information and first environment information of a bus, which are collected synchronously; under the condition of determining that the bus is in a static state based on the first motion information, according to the first environment information, judging whether the bus is suspected to stop at a bus stop, and if yes, recording the static position of the bus as a suspected stop position; determining a vehicle parking area of the bus station based on the suspected station position; obtaining attribute information of the vehicle parking area according to the second environment information; determining the route information of the bus route according to the parking sequence and the attribute information of the bus in the vehicle parking area; and constructing a bus route map based on the vehicle parking area, the attribute information and the route information. By applying the scheme provided by the embodiment of the invention, the bus route map in which the bus station positions are recorded can be automatically constructed, and the labor cost is reduced.

Description

Technical Field

[0001] The present application relates to the field of data processing technology, and in particular to a method and device for constructing a bus route map and broadcasting information. Background Art

[0002] With the continuous development of science and technology, intelligent transportation has become a trend. As a public transportation tool that people frequently use in daily life, buses are also moving towards the direction of intelligence. For example, there are already solutions for automatic bus station announcements: the on-board electronic equipment of the bus obtains the vehicle position in real time, and determines whether it has arrived at the station based on the obtained vehicle position and the recorded station position, and then performs operations such as arrival reminder and next station forecast when the arrival is confirmed.

[0003] In the related art, in order to realize automatic bus stop announcement, the staff needs to manually input the information such as the location of each bus stop including the bus route into the on-board electronic equipment. The steps are relatively cumbersome and the labor cost is high. Summary of the invention

[0004] The purpose of the embodiment of the present application is to provide a method and device for constructing a bus route map and broadcasting information, so as to automatically construct a bus route map with bus stop locations recorded, thereby reducing labor costs. The specific technical solution is as follows:

[0005] In a first aspect, an embodiment of the present application provides a method for constructing a bus route map, the method comprising:

[0006] Obtaining synchronously collected first motion information of the bus and first environmental information around the bus;

[0007] In the case where it is determined based on the first motion information that the bus is in a stationary state, judging whether the bus is suspected to be parked at a bus stop according to the first environmental information, and if so, recording the stationary position of the bus as a suspected stop position;

[0008] When the set bus route map construction conditions are met, the vehicle parking area of ​​the bus stop is determined based on the recorded suspected station locations;

[0009] According to the second environmental information, the attribute information of the vehicle stop area is obtained, wherein the second environmental information is: environmental information collected when the bus stops at the vehicle stop area;

[0010] Determining the route information of the bus route on which the bus travels according to the stop order of the bus in the vehicle stop area and the attribute information of the vehicle stop area;

[0011] A bus route map is constructed based on the vehicle stop areas, attribute information and route information.

[0012] In a second aspect, an embodiment of the present application provides an information broadcasting method, the method comprising:

[0013] Get the vehicle position of the bus;

[0014] Generate information to be broadcast based on the positional relationship between the vehicle position and the vehicle stop area of ​​the bus stop recorded in the bus route map, wherein the bus route map is: a bus route map constructed according to the method described in the first aspect;

[0015] The information to be reported is reported.

[0016] In a third aspect, an embodiment of the present application provides a bus route map construction device, the device comprising:

[0017] A first information acquisition module, used to obtain synchronously collected first motion information of the bus and first environmental information around the bus;

[0018] a suspected station determination module, configured to determine whether the bus is suspected to be parked at a bus station according to the first environmental information when the bus is determined to be stationary based on the first motion information, and if so, record the stationary position of the bus as a suspected station position;

[0019] A stop area determination module is used to determine the vehicle stop area of ​​the bus stop based on the recorded suspected stop locations when the set bus route map construction conditions are met;

[0020] An attribute information acquisition module, used to obtain attribute information of the vehicle stop area according to second environmental information, wherein the second environmental information is: environmental information collected when the bus stops at the vehicle stop area;

[0021] A route information determination module, used to determine the route information of the bus route on which the bus travels according to the stop order of the bus in the vehicle stop area and the attribute information of the vehicle stop area;

[0022] The bus route map construction module is used to construct a bus route map based on the vehicle stop area, attribute information and route information.

[0023] In a fourth aspect, an embodiment of the present application provides an information broadcasting device, the device comprising:

[0024] A vehicle position acquisition module is used to obtain the vehicle position of the bus;

[0025] A module for generating information to be broadcast, configured to generate information to be broadcast based on a positional relationship between the vehicle position and a vehicle stop area of ​​a bus stop recorded in a bus route map, wherein the bus route map is a bus route map constructed according to the method described in the first aspect;

[0026] The broadcast module is used to broadcast the information to be broadcasted.

[0027] In a fifth aspect, an embodiment of the present application provides an electronic device, including:

[0028] Memory, used to store computer programs;

[0029] The processor is used to implement the method described in the first aspect or the second aspect when executing the program stored in the memory.

[0030] In a sixth 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 the first aspect or the second aspect is implemented.

[0031] In a seventh aspect, an embodiment of the present application further provides a computer program product comprising instructions, which, when executed on a computer, enables the computer to execute the method described in the first aspect or the second aspect.

[0032] As can be seen from the above, when the scheme provided by the embodiment of the present application is used to construct a bus route map, the electronic device can autonomously obtain the movement information of the bus and the environmental information around the bus, and when it is determined that the bus is suspected to be parked at a bus stop, the static position of the bus is recorded as the suspected stop position; further, when the conditions for constructing a bus route map are met, the vehicle stop area of ​​the bus stop can be determined based on the recorded suspected stop position, and finally the bus route map can be constructed based on the determined vehicle stop area. It can be seen that the scheme provided by the embodiment of the present application enables the electronic device to automatically construct a bus route map that records the location of the bus stop. In this way, there is no need for the staff to manually input the location of each bus stop included in the bus route into the on-board electronic device, which greatly reduces the labor cost.

[0033] Of course, implementing any product or method of the present application does not necessarily require achieving all of the advantages described above at the same time. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application, and for ordinary technicians in this field, other embodiments can also be obtained based on these drawings.

[0035] Figure 1 A schematic diagram of a process for constructing a bus route map provided in an embodiment of the present application;

[0036] Figure 2 A schematic diagram of a direction angle provided in an embodiment of the present application;

[0037] Figure 3 A schematic diagram of a process for determining a vehicle parking area provided in an embodiment of the present application;

[0038] Figure 4 A schematic diagram of a vehicle parking area provided in an embodiment of the present application;

[0039] Figure 5 A schematic diagram of a bus route map construction process provided in an embodiment of the present application;

[0040] Figure 6 A flowchart of an information broadcasting method provided in an embodiment of the present application;

[0041] Figure 7 A schematic diagram of the structure of a bus route map construction device provided in an embodiment of the present application;

[0042] Figure 8 A schematic diagram of the structure of an information broadcasting device provided in an embodiment of the present application;

[0043] Fig. 9 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field based on the present application belong to the scope of protection of the present application.

[0045] First, the execution subject of the solution provided in the embodiment of the present application is described.

[0046] The executor of the solution provided in the embodiment of the present application is: any electronic device with data processing, storage and other functions.

[0047] Specifically, the electronic device may be an onboard electronic device on a bus with functions such as data processing and storage, or may be a background server.

[0048] Some concepts involved in the solutions provided in the embodiments of the present application are introduced.

[0049] 1. First sports information

[0050] The bus is generally equipped with a sensor module for sensing the motion information of the bus, and these sensor modules may include an IMU (Inertial Measurement Unit) module, a GNSS (Global Navigation Satellite System) module, etc. The first motion information is information obtained based on the sensor data collected by the above-mentioned sensor module, and may include various motion parameters that can reflect the motion of the bus, which is not limited in the embodiments of the present application.

[0051] The first motion information may include the above-mentioned sensor data itself:

[0052] For example, if the sensor data collected by the IMU module is the inertial information of the bus, including three-axis acceleration, angular velocity, etc., then the first motion information may include the above inertial information itself.

[0053] For another example, if the sensing data collected by the GNSS module is speed, the speed is collected based on the Doppler principle and may also be called Doppler speed. In this case, the first motion information may include the speed itself.

[0054] The first motion information may also include information obtained after processing and analyzing the above sensor data:

[0055] For example, if the sensing data collected by the GNSS module is a position, the first motion information may include a speed calculated based on the position.

[0056] The instantaneous speed of the bus at the time of collecting the target sensor data may be calculated based on the difference between the positions included in the sensor data collected before and after the target sensor data.

[0057] For example, the collection time of the sensor data d1-d3 is t1-t3, t1<t2<t3, and the positions included in d1-d3 are p1-p3 respectively. Then, the difference between p3 and p1 can be calculated, and then the ratio of the difference to the time interval between t1-t3 can be calculated, that is, (p3-p1) / (t3-t1) is calculated, and the calculation result is used as the instantaneous speed of the bus at the collection time t2 of the target sensor data d2.

[0058] 2. First environmental information

[0059] The bus is generally also equipped with a sensor module for sensing the surrounding environment of the bus, which may include a vehicle-mounted camera, a radar, etc., wherein the radar may include a laser radar, a millimeter wave radar, etc. The first environmental information is information obtained based on the environmental data collected by the sensor module.

[0060] The first environment information may include the above environment data itself:

[0061] For example, it includes images captured by on-board cameras and the distance between the bus and obstacles measured by radar.

[0062] The first environment information may also include information obtained after data processing and analysis of the above environment data. The embodiment of the present application does not limit the specific content of the above information, and is described below by way of example:

[0063] (1) Object type

[0064] Specifically, various object recognition algorithms, object recognition models, etc. may be used to recognize a set object in the captured image and obtain the object type.

[0065] The above-mentioned set objects may include zebra crossings, traffic lights, vehicles, pedestrians, traffic signs, and set obstacles, etc., and examples are not given here one by one.

[0066] (2) The spatial position of the object

[0067] Through object recognition, the image coordinates of the set object can also be obtained. After obtaining the image coordinates, the above image coordinates can be converted into space coordinates based on the conversion relationship between the image coordinate system and the space coordinate system (also called the world coordinate system). In this way, the position of the object in the image in the real space is known.

[0068] The specific method of obtaining the conversion relationship between the above-mentioned image coordinate system and the space coordinate system is briefly introduced below.

[0069] First, the intrinsic parameters of the vehicle-mounted camera can be calibrated, and then the extrinsic parameters of the vehicle-mounted camera can be calibrated. Based on the intrinsic parameters and the extrinsic parameters, the above conversion relationship can be obtained.

[0070] Among them, the intrinsic parameters reflect the conversion relationship between the image coordinate system and the camera coordinate system. The vehicle-mounted camera can be calibrated by using camera intrinsic parameter calibration methods such as Zhang Zhengyou calibration method and DLT (Direct Linear Transformation) calibration method to obtain the intrinsic parameters of the vehicle-mounted camera.

[0071] The extrinsic parameters reflect the conversion relationship between the camera coordinate system and the space coordinate system. Specifically, the extrinsic parameters can be obtained by setting a calibration plate, obtaining the image taken by the vehicle camera for the calibration plate, and using the epipolar geometry algorithm to solve the rotation and translation relationship of the essential matrix vehicle camera relative to the calibration plate.

[0072] After obtaining the internal parameters reflecting the conversion relationship between the image coordinate system and the space coordinate system, and obtaining the external parameters reflecting the conversion relationship between the camera coordinate system and the space coordinate system, the conversion relationship between the image coordinate system and the space coordinate system can be obtained according to the perspective projection principle.

[0073] In this way, with the conversion relationship between the image coordinate system and the space coordinate system, the spatial position of each set object in the image captured by the vehicle-mounted camera in the real space can be determined.

[0074] (3) Object speed

[0075] Specifically, the object speed at the time of capturing the target image can be calculated based on the difference between the spatial positions of the object in the images captured before and after the target image. The detailed method is similar to the aforementioned method of calculating the speed based on different sensor data, which will not be described in detail here.

[0076] (4) The direction of movement of the object

[0077] Based on knowing the spatial position of the object in the image captured by the vehicle-mounted camera in the real space, it is easy to determine the movement direction of the object in each image.

[0078] Specifically, the moving direction of the target image may be calculated according to the difference between the positions of objects in a plurality of images collected between the target image and the target image, and the detailed method will not be described by examples.

[0079] In addition to the four types of information exemplified above, the first environmental information may also include other information that can reflect the surrounding environment of the bus, which is not limited in the embodiments of the present application.

[0080] The bus route map construction solution provided in the embodiment of the present application is described in detail below in conjunction with the accompanying drawings.

[0081] See also Figure 1 , is a flow chart of a bus route map construction method provided in an embodiment of the present application, the method comprising the following steps S101-S108.

[0082] Step S101: obtaining synchronously collected first movement information of a bus and first environmental information around the bus.

[0083] It should be noted that if the executing entity is an on-board electronic device of a bus, then in this step, the on-board electronic device can obtain the first motion information and first environmental information of the bus itself; if the executing entity is a background server, then in this step, the server can obtain the first motion information and first environmental information of multiple buses traveling on the bus route.

[0084] The following describes the timing for executing this step.

[0085] In the solution provided in the embodiment of the present application, the electronic device can obtain sensor data collected by the vehicle-mounted sensor at a set frequency, and obtain first motion information and first environmental information based on the obtained sensor data. Therefore, the execution timing of this step can be the information acquisition time determined based on the above-mentioned set frequency.

[0086] The above set frequency is set by the staff based on experience and / or actual needs.

[0087] In one case, the set frequency can be determined based on the data collection frequency of the sensor, for example, it can be set to be equal to the data collection frequency of the sensor, so that the first motion information and the first environmental information can be obtained in time according to the new data after the sensor collects the new data.

[0088] Step S102: Based on the first motion information, determine whether the bus is in a stationary state. If yes, execute step S103.

[0089] The static state is a description relative to the moving state, specifically referring to the bus being stopped rather than moving.

[0090] Of course, the above-mentioned stationary state does not imply that the bus is in an absolutely stationary state, it may also mean that the bus is in an extremely slow state.

[0091] Specifically, the following method may be used to determine whether the bus is in a stationary state.

[0092] In one implementation, the first motion state information of the bus may be determined based on the inertia information included in the first motion information, and whether the bus is in a stationary state may be determined based on the first motion state information.

[0093] That is, if the first motion state information represents a stationary state, it is determined whether the bus is in a stationary state; if the first motion state information represents a moving state, it is determined that the bus is not in a stationary state.

[0094] The following is an example of how to determine the first motion state information.

[0095] In the first method, the first motion information can be input into a pre-trained motion-static classification model to obtain the first motion state information output by the model. The motion-static classification model is a model trained by using a supervised training method, with the first motion information as sample data and whether the bus is in a stationary state at the time of collecting the first motion information as a label, which will not be described in detail here.

[0096] In a second method, the initial motion state information of the bus may be determined based on the inertial information, and then the reference motion state information may be used to correct the initial motion state information to obtain the first motion state information.

[0097] The reference motion state information is: motion state information of the bus determined based on reference inertia information, and the reference inertia information includes: inertia information included in the second motion information collected before and / or after the first motion information.

[0098] The method for determining the initial motion state information may be the same as the method for determining the first running state information in the first method, and will not be described in detail here.

[0099] For the second motion information collected before the first motion information, the reference motion state information obtained based on the second motion information is essentially the initial motion state information that has been obtained historically and can be obtained directly from the cache; for the second motion information collected after the first motion information, the method for determining the reference motion state information can be the same as the method for determining the first operating state information in the first method, which will not be repeated here.

[0100] Specifically, when using the reference motion state information to correct the initial motion state information, the states represented by the initial motion state information and the reference motion state information can be first statistically analyzed to determine the state with the highest statistical value, and the initial motion state information can be corrected to the information representing the state with the highest statistical value to obtain the first motion state information.

[0101] For example, the initial motion state information s1 represents the static state, the reference motion state information s2-s5 and s7-s10 represent the static state, and the reference motion state information s6 represents the motion state. After statistics, it is determined that the statistical value of the static state is 9, and the statistical value of the motion state is 1. The state with the highest statistical value is the static state. Therefore, it can be determined that the first motion state information is the information representing the static state.

[0102] In this way, when determining whether the bus is stationary based on the relationship information, not only the inertia information included in the first motion state information is considered, but also the inertia information included in the first motion state information collected before and after the first motion state information is considered. The information considered is more comprehensive, which improves the accuracy of the judgment result.

[0103] In another implementation, the second motion state information of the bus may be determined based on the speed included in the first motion information, and whether the bus is in a stationary state may be determined based on the second motion state information.

[0104] Specifically, it can be determined whether the speed is less than a speed threshold, if yes, the second motion state information is determined to represent a stationary state, otherwise the second motion state information is determined to represent a moving state. The speed threshold can be set by the staff according to experience and / or actual needs.

[0105] In this implementation, the speed included in the second motion information collected before and / or after the first motion information may also be obtained, and the second motion state information may be determined based on the speed included in the first motion information and the speed included in the second motion information.

[0106] For example, the representative value of the speed is calculated, and if the representative value is less than the speed threshold, the second motion state information is determined to represent a stationary state, otherwise the second motion state information is determined to represent a moving state. The representative value may be an average, a median, a weighted average, or the like.

[0107] In another embodiment, the first motion state information and the second motion state information may be combined to determine whether the bus is in a stationary state.

[0108] Among them, the method of determining the first motion state information based on inertial information and the method of determining the second motion state information based on speed have been introduced in the previous two methods, and will not be repeated here.

[0109] Specifically, it can be determined whether the speed is less than the set speed. If so, it is determined whether the bus is stationary based on the first motion state information. Otherwise, it is determined whether the bus is stationary based on the second motion state information. The above set speed can be set by the staff according to experience and / or actual needs.

[0110] That is, if the speed is less than the set speed, the first motion state information obtained based on the inertial information is used to determine whether the bus is in a stationary state; otherwise, the second motion state information obtained based on the speed is used to determine whether the bus is in a stationary state.

[0111] In this way, when the actual speed of the bus is relatively low, such as when it is less than the set first speed threshold, the accuracy of the bus speed (such as Doppler speed) sensed by the sensor module carried by the bus is not high, and the accuracy of the sensed inertial information is relatively high. The inertial information with higher accuracy is used as a reference to determine whether the bus is stationary, thereby improving the accuracy of the judgment result; when the actual speed of the bus is relatively high, such as when it is greater than the set second speed threshold, the accuracy of the inertial information sensed by the sensor module is not high, and the accuracy of the sensed speed (such as Doppler speed) is relatively high. The speed with higher accuracy is used as a reference to determine whether the bus is stationary, thereby improving the accuracy of the judgment result.

[0112] Step S103: Based on the first environmental information, determine whether the bus is suspected to be parked at the bus stop. If yes, execute step S104.

[0113] A bus stop can also be called a bus station, bus platform, etc., and can generally refer to a road area corresponding to a bus stop sign.

[0114] A bus may be stationary in many situations, for example, when waiting for traffic lights, in traffic jams, yielding to pedestrians, or waiting for passengers to get on or off the bus at a bus stop.

[0115] In this step, it is possible to further determine whether the bus stops because it has arrived at a bus stop based on the first environmental information around the bus. If so, subsequent steps can be performed to determine the stationary position of the bus as a suspected stop position.

[0116] Specifically, it can be determined based on the first environmental information whether a set station identification condition is met. If yes, it is determined that the bus is suspected to be parked at a bus station, wherein the station identification condition includes at least one of the following situations:

[0117] There is no traffic light within the set range in front of the bus, there is no zebra crossing within the set range in front of the bus, there is no set obstacle within the set range in front of the bus, there is no vehicle within the set range in front of the bus, and there is no pedestrian crossing the road within the set range in front of the bus.

[0118] The above situations are essentially situations that cause the vehicle to stop other than the bus arriving at the station. In this way, when it is determined that the above situations do not occur, other situations that may cause the vehicle to stop are ruled out. Therefore, it can be determined that the probability of the vehicle stopping due to arriving at the station is high.

[0119] It can be seen that the station discrimination conditions may include a variety of situations. By judging whether the station discrimination conditions are met, various other situations that may cause the vehicle to stop can be excluded based on whether the above situations occur. This can more accurately determine whether the bus stops due to arrival at the station, greatly improving the accuracy of judging whether the bus is parked at the bus station.

[0120] The specific method for determining whether the above-mentioned object appears within the above-mentioned setting range is introduced below.

[0121] 1. For traffic lights, zebra crossings, vehicles and set obstacles

[0122] Taking the traffic light as an example, according to the above introduction, the first environmental information can include the spatial position of the traffic light in the real space. In this way, it can be determined whether the spatial position of the traffic light is within the above-mentioned set range. If so, it is determined whether the traffic light appears within the above-mentioned set range.

[0123] In one case, the above-mentioned set range can be represented by a set distance, which represents the distance between the object and the vehicle. In this case, whether a traffic light appears within the above-mentioned set range can be determined by judging whether the distance between the traffic light and the vehicle is less than the above-mentioned set distance. Specifically, the above-mentioned set distance can be 20 meters, 25 meters, etc.

[0124] Specifically, based on the first environmental information, the distance between the traffic light and the bus can be determined, and then it is determined whether the determined distance is less than or equal to the above-mentioned set distance. If so, it is determined whether a traffic light appears within the above-mentioned set range; otherwise, it is determined that no traffic light appears within the above-mentioned set range.

[0125] In another case, the above-mentioned set range can be expressed in longitude and latitude to represent the area in front of the vehicle. In this case, it can be determined whether a traffic light appears within the above-mentioned set range by judging whether the longitude and latitude of the area where the traffic light is located is located in the above-mentioned area.

[0126] For example, the above setting range can be expressed as: ([Lon1, Lon2], [Lat1, Lat2]), indicating that the longitude range of the area in front of the vehicle is Lon1-Lon2, and the latitude range is Lat1-Lat2. If the longitude and latitude of the traffic light are determined to be (LonA, LatA) based on the first environmental information, and if it is determined that LonA belongs to Lon1-Lon2 and LatA belongs to Lat1-Lat2, it is determined that the traffic light is in the above setting area; otherwise, it is determined that the traffic light is not in the above setting area.

[0127] The same applies to the judgment of zebra crossings, vehicles and set obstacles, which will not be elaborated here.

[0128] 2. For pedestrians crossing the road

[0129] Specifically, the moving direction of the pedestrian can be determined based on the pedestrian position included in the first environmental information and the second environmental information. If the acute angle between the moving direction and the driving direction of the bus at the time of collecting the first environmental information is less than the set angle, it is determined that there are no pedestrians crossing the road within the set range; otherwise, it is determined that there are pedestrians crossing the road within the set range in front of the bus.

[0130] The second environmental information is: environmental information collected before and / or after the first environmental information.

[0131] First, the method of determining the moving direction of pedestrians and the driving direction of buses is introduced by giving examples.

[0132] Specifically, a coordinate system can be established first, such as taking the east direction as the x-axis direction and the north direction as the y-axis direction, and then calculating the coordinate difference of the pedestrian position included in the first environmental information and the second environmental information, and calculating the pedestrian's moving direction based on the above coordinate difference; and calculating the bus's moving direction based on the coordinate difference of the bus's position at the time of collecting the first environmental information and the second environmental information.

[0133] The above-mentioned set angle can be set by the staff, such as 60°, 70°, 80°, etc.

[0134] Combine the following Figure 2 , the above-mentioned acute angle is introduced.

[0135] Figure 2 In the figure, the two solid arrows represent the direction of pedestrian movement and the direction of bus travel respectively, and the two dotted lines represent the extension lines along the direction of pedestrian movement and the direction of bus travel respectively. It can be seen that two angles are formed between the two dotted lines, and the acute angle is shown in the figure.

[0136] When the acute angle is small, it means that the pedestrian's moving direction is approaching the bus's moving direction, or is approaching the opposite direction of the bus's moving direction. Since buses generally travel along the road, the probability of pedestrians traveling along the road is higher and the probability of crossing the road is lower. On the contrary, when the acute angle is large, it means that the pedestrian's moving direction is very different from the bus's moving direction. At this time, the probability of pedestrians crossing the road is higher and the probability of traveling along the road is lower.

[0137] It can be seen that in this way, the acute angle between the moving direction of the pedestrian and the moving direction of the bus can be used to accurately and conveniently determine whether there are pedestrians crossing the road within the set range in front of the bus.

[0138] In one embodiment of the present application, if the station identification condition includes: there are no vehicles within the set range and / or there are no pedestrians crossing the road within the set range, then when determining whether the bus is suspected to be stopped at the bus station, if it is determined that the set station identification condition is not met, it can also be determined whether there is a recorded suspected station location within the set range of the stationary position of the bus. If yes, the step of determining that the bus is suspected to be stopped at the bus station.

[0139] That is, if there are pedestrians and / or vehicles within the set range in front of the bus, it can be further determined whether there is a suspected bus stop location around the bus. If yes, the pedestrians and / or vehicles within the set range in front of the bus may be pedestrians and / or vehicles at the bus stop. Therefore, in this case, it can also be determined that the bus is suspected to be parked at the bus stop.

[0140] When it is determined that there are vehicles or pedestrians crossing the road ahead, it is possible to further consider whether there are suspected bus stops around the bus, and determine that the bus is suspected to be parked at the bus stop when there are suspected bus stops. In this way, comprehensive consideration is given to various situations, and it is possible to better determine whether the bus stops due to arrival at the stop, thereby improving the accuracy of the determined suspected bus stops.

[0141] Step S104: Record the stationary position of the bus as the suspected station position.

[0142] The suspected station location may be the location of a bus station.

[0143] Through the above judgment, it has been determined that the bus is most likely stationary because it has arrived at the bus stop. Therefore, the stationary position of the bus can be determined as a suspected stop position.

[0144] Step S105: When the set bus route map construction conditions are met, the vehicle stopping area of ​​the bus stop is determined based on the recorded suspected station locations.

[0145] The above-mentioned bus route map construction conditions may include at least one of the following conditions:

[0146] The number of recorded suspected station locations is greater than the set number, the bus's travel time is greater than the set time, and the bus's travel distance is greater than the set travel distance.

[0147] When the above conditions are met, the bus has generally been running for a period of time, and many suspected station locations have been recorded. At this time, the vehicle stopping area of ​​the bus station can be accurately determined based on the relatively abundant suspected station locations, thereby improving the rationality of the solution.

[0148] This step can be performed once it is determined that the above-mentioned bus route map construction conditions are met, or it can be performed at any time after it is determined that the set bus route map construction conditions are met. The embodiment of the present application does not limit this.

[0149] The vehicle stopping area at a bus stop refers to the stopping area for the bus when it arrives at the bus stop, generally referring to a section of road area opposite the bus stop.

[0150] The specific method for determining the vehicle stopping area of ​​a bus stop is introduced below.

[0151] In one implementation, the recorded suspected station locations can be clustered to obtain clusters, and then a target line segment is determined for each cluster, and the area represented by the target line segment is determined as the vehicle stopping area of ​​the bus station. Figure 3 The illustrated embodiment will not be described in detail here.

[0152] In another implementation, the recorded suspected station locations may be processed based on algorithms such as KDE (Kernel Density Estimation) algorithm and degree centrality algorithm to obtain an area where the suspected station locations are densely distributed as a vehicle stopping area for the bus station.

[0153] Step S106: Obtaining attribute information of the vehicle parking area according to the second environment information.

[0154] The second environmental information is: environmental information collected when the bus stops at the vehicle stopping area. Specifically, it can be the environmental information collected when the bus stops at the vehicle stopping area among all the first environmental information that has been obtained, or it can be the environmental information collected when the bus stops at the vehicle stopping area for the most recent set number of times among all the first environmental information that has been obtained. The embodiment of the present application does not limit this.

[0155] The attribute information of the vehicle stop area may include the station name, station image, etc. of the bus station.

[0156] Among them, for the site name, since the second environmental information can include an image and the position of the bus stop in the image, the bus stop area in the image can be determined based on the above position, and then the first site name recorded in the bus stop area is obtained, and the site name included in the attribute information of the vehicle stop area is set as the first site name.

[0157] In this way, the name of the bus stop can be obtained conveniently and quickly based on the second environment information.

[0158] In one embodiment of the present application, when determining the site name, the above-mentioned first site name can be matched with the actual site name stored in the first database. If there is a matching site name, the site name included in the attribute information of the vehicle stopping area is set as the first site name; otherwise, the actual site name with the highest similarity to the first site name is determined, the first site name is corrected according to the determined actual site name, and the site name included in the attribute information of the vehicle stopping area is set as the corrected first site name.

[0159] The actual site names stored in the first database may be acquired and stored by staff from public information.

[0160] When correcting the first site name according to the determined actual site name, if the similarity between the first site name and the actual site name it matches is greater than a set similarity, the first site name may be corrected to the actual site name.

[0161] In this way, after determining the first site name of the bus stop based on the second environmental information collected when the bus stops at the vehicle stop area of ​​the bus stop, the first site name is also corrected based on the actual site name stored in the database, thereby correcting the recognition error and improving the accuracy of the final determined site name.

[0162] Step S107: determining the route information of the bus route on which the bus travels according to the stop sequence of the bus in the vehicle stop area and the attribute information of the vehicle stop area.

[0163] The route information of the bus route may include the route number of the bus route, the number of bus stops included in the bus route, the names of the bus stops included in the bus route, etc.

[0164] Specifically, based on the above-mentioned stop order and attribute information, the stop order represented by the station name can be determined, and then the determined stop order is matched with the actual station names included in each bus route stored in the second database. If there is a matching bus route, the line information of the matching bus route is determined as the line information of the bus route on which the bus is traveling.

[0165] Step S108: construct a bus route map based on the vehicle stop area, attribute information and route information.

[0166] After determining the above-mentioned vehicle stop areas, attribute information and route information, a bus route map including the above-mentioned information can be constructed.

[0167] The embodiment of the present application does not limit the specific driving of the bus route map finally constructed, for example, it can be a visual bus route map, or a bus route map in document form, etc.

[0168] As can be seen from the above, when the scheme provided by the embodiment of the present application is used to construct a bus route map, the electronic device can autonomously obtain the movement information of the bus and the environmental information around the bus, and when it is determined that the bus is suspected to be parked at a bus stop, the static position of the bus is recorded as the suspected stop position; further, when the conditions for constructing a bus route map are met, the vehicle stop area of ​​the bus stop can be determined based on the recorded suspected stop position, and finally the bus route map can be constructed based on the determined vehicle stop area. It can be seen that the scheme provided by the embodiment of the present application enables the electronic device to automatically construct a bus route map that records the location of the bus stop. In this way, there is no need for the staff to manually input the location of each bus stop included in the bus route into the on-board electronic device, which greatly reduces the labor cost.

[0169] Moreover, in the solution provided in the embodiment of the present application, based on the suspected station location, what is finally determined and recorded in the bus route map is the vehicle stopping area of ​​the bus stop. The above-mentioned vehicle stopping area is a section of road area where the bus stops when it arrives at the bus stop, rather than a location. This is closer to the actual scene, improves the rationality of the solution, and also brings convenience to the subsequent application of the bus route map.

[0170] Below through Figure 3 , a method for determining a vehicle parking area mentioned in the aforementioned step S105 is introduced.

[0171] See also Figure 3 , is a flow chart of a method for determining a vehicle parking area provided in an embodiment of the present application, the method comprising the following steps:

[0172] Step S301: clustering the recorded suspected site locations to obtain clusters.

[0173] The following is an example of how to cluster the recorded suspected site locations.

[0174] In a first implementation, the recorded suspected site locations may be clustered using a hierarchical clustering algorithm, such as a BIRCH (Balanced Iterative Reducing and Clustering Using Hierarchies) algorithm, a CURE (Clustering Using Representative) algorithm, or a Chameleon algorithm, and after clustering, each location cluster is generated.

[0175] In the second implementation, the K-Means algorithm may be used to cluster the recorded suspected site locations, and each location cluster may be generated after the clustering is completed.

[0176] In a third implementation, the minimum number of neighborhood points of a cluster can be determined based on the number of times a bus passes a bus stop within a set time period, and the neighborhood radius of the cluster can be determined based on the set bus stop spacing. The recorded suspected station locations are then clustered according to the determined minimum number of neighborhood points and neighborhood radius, and each location cluster is generated after clustering is completed.

[0177] For example, according to the determined minimum number of neighborhood points and neighborhood radius, DBSCAN (Density-Based Spatial Clustering of Applications with Noise) is used to cluster the recorded suspected site locations.

[0178] The number of times a bus passes a bus stop within a set time and the distance between bus stops are generally relatively fixed. Therefore, setting this information as clustering parameters can significantly improve clustering accuracy and improve clustering effects.

[0179] Step S302: for each cluster obtained, line segment fitting is performed on the suspected station locations included in the cluster to obtain a target line segment, and the area represented by the target line segment is determined as the vehicle stopping area of ​​the bus station.

[0180] For each cluster obtained, line segment fitting is performed to obtain a target line segment, which can be understood as determining a target line segment that is as close as possible to the suspected site locations included in the cluster, or determining a target limit that passes through as many suspected site locations as possible from the cluster. The target line segment can also be called an optimal line segment.

[0181] In one implementation, for each cluster, the target line segment may be determined according to the following steps A to C:

[0182] Step A: Select a suspected station location from the cluster that has not been transformed and is not passed by the determined straight line, transform the coordinates of the suspected station location into polar coordinates under different preset polar angles, and obtain each straight line parameter pair of the suspected station location.

[0183] The preset polar angle may be 0° to 180°, and each straight line parameter pair includes: a polar angle and a polar diameter.

[0184] Specifically, we can use the polar coordinate transformation formula , transform the coordinates of the suspected site location to obtain the straight line parameter pair. represents the polar diameter, Indicates the polar angle.

[0185] For example, if the suspected site location is: (1,2), when =0°, =1, =0, then , we now have a and The straight line parameter pair (0,1).

[0186] According to the above method, you can traverse each set value Corresponding , and obtain each straight line parameter pair of the suspected site location.

[0187] Step B: Count the number of each type of straight line parameter pair that has been obtained. If the maximum value of the number obtained by counting is greater than the number threshold, determine the target position through which the target straight line passes from the cluster.

[0188] The target straight line is a straight line represented by the straight line parameter pair corresponding to the maximum value, and the target position is a suspected site position whose distance from the target straight line is less than the distance threshold.

[0189] When the maximum value of the number obtained by statistics is greater than the number threshold, it means that more suspected site locations in the cluster are close to the target straight line, and then the target location whose distance to the target straight line is less than the distance threshold can be determined from these suspected site locations.

[0190] Step C: If the length of the first line segment composed of the target position is greater than the length threshold, the first line segment is determined as the target line segment, and the process returns to step A until all the suspected site positions in the cluster are transformed or passed by the determined straight line.

[0191] After each target position is determined, the length of the first line segment composed of the target positions can be determined.

[0192] See also Figure 4 , Figure 4 The bus station area is shown, the solid dots represent the suspected station locations, and the straight lines represent the target lines. Among them, the light-colored origins represent the suspected station locations that the target line has not passed through, and the dark-colored origins represent the suspected station locations that the target line has passed through, that is, the target locations. The first line segment composed of the target locations is shown in the figure.

[0193] The length threshold may be set based on a pre-investigated length of the vehicle parking area.

[0194] Through the above method, the coordinate transformation can be performed on each suspected site position in the cluster, and line segment fitting can be performed based on the result of the coordinate transformation, so as to determine a target line segment that is as close as possible to the suspected site position included in the cluster and has a length that meets the requirements, thereby improving the accuracy of the determined target line segment.

[0195] In another implementation, for each cluster obtained, the least squares method, enhanced least squares method, principal component analysis method or other algorithms may be used to perform line segment fitting on the suspected site locations included in the cluster, which is not limited in this embodiment of the present application.

[0196] The following is a brief introduction to the line segment fitting method using the least squares method as an example.

[0197] Assume that the suspected site locations included in the cluster are :( ), the total number of suspected site locations is n. First, the relevant parameters required for the least squares method can be calculated, including the mean of the horizontal coordinates of the suspected site locations ( ), the vertical axis mean ( ), the accumulated value of the square of the horizontal axis ( ), the cumulative value of the product of the horizontal and vertical coordinates ( ).

[0198] Then, substitute the calculated parameters into the slope calculation formula:

[0199] ;

[0200] Get the slope a of the straight line, and then substitute the slope a and related parameters into the intercept calculation formula:

[0201] ;

[0202] Get the straight line intercept b, so that we can get the target straight line y=ax+b.

[0203] Then, the target position through which the target straight line passes can be determined in the cluster, and when the length of the first line segment composed of the target position meets the requirement, the first line segment is determined as the target line segment.

[0204] In this embodiment, by clustering the recorded suspected station locations, the suspected station locations are cleverly divided into clusters, each cluster represents an aggregation area of ​​a suspected station area, and then the vehicle stopping area of ​​the bus station can be determined more accurately and reasonably based on the obtained focus area.

[0205] According to the introduction of the above embodiments, Figure 5 , a specific bus route map construction method provided in an embodiment of the present application is described.

[0206] Below through Figure 5 The five software modules in Figure 5 The following is an introduction to the construction process of the bus route map.

[0207] Movement and stillness judgment module:

[0208] Input each frame of inertial measurement unit data collected by IMU into the pre-trained motion and stillness recognition network for motion and stillness recognition to obtain various motion and stillness judgment results; then, based on multiple motion and stillness judgment results, obtain a smooth first motion and stillness judgment result; then, based on the speed in the global satellite navigation system data collected by the GNSS module, obtain the second motion and stillness judgment result, and perform fusion judgment to output a more accurate and stable motion and stillness judgment result. That is, according to the speed, determine whether to use the first motion and stillness judgment result or the second motion and stillness judgment result in the end.

[0209] Visual inspection module:

[0210] Based on the images collected by the on-board camera, traffic light detection, zebra crossing detection, obstacle detection, vehicle detection and pedestrian detection are performed to obtain the image coordinates of the above objects, and then the image coordinates are converted into spatial coordinates through the internal and external parameters of the on-board camera to obtain the spatial position of the above objects. When determining the spatial position, the distance measured by the radar can also be combined to obtain a more accurate position, which is reasonable.

[0211] For vehicles and pedestrians, multi-frame tracking can be used to obtain additional information such as their speed and direction of movement.

[0212] Suspected site identification module:

[0213] First, determine whether the vehicle is stationary based on the motion and stillness judgment result output by the motion and stillness judgment module. If yes, execute the subsequent steps. After determining that the vehicle is stationary, further determine whether the set site discrimination conditions are met based on the information output by the visual detection module. If yes, record the suspected site location. Otherwise, continue to obtain the information output by the visual detection module.

[0214] Among them, the various situations included in the site discrimination conditions have been introduced in detail above. In this module, each situation can be iteratively judged in the set order, which will not be repeated here. The above set order can be: first determine whether there is a traffic light detection result in the set range, if not, it is considered that situation 1 is met; then determine whether there is a zebra crossing detection result in the set range, if not, it is considered that situation 2 is met; then determine whether there are pedestrians crossing the road in the set range, if not, it is considered that situation 3 is met; finally, determine whether there is a vehicle detection result in the set range, if not, it is considered that situation 4 is met, and then it can be determined that all situations are met, and the stationary position of the bus is determined as the suspected site position.

[0215] As mentioned above, if there are pedestrians crossing the road within the set range, it is possible to further determine whether there are any recorded suspected site locations near the static position. If so, it can still be determined that situation 3 is met; if there are vehicles within the set range, it is also possible to further determine whether there are any recorded suspected site locations near the static position. If so, it can still be determined that situation 4 is met.

[0216] Among them, a blank bus route map can be initialized. Each time a suspected station location is determined, a point is marked at the corresponding position of the bus route map. In this way, when the bus runs for a long time, a large number of suspected station locations will be accumulated on the bus route map.

[0217] Mapping module:

[0218] The mapping module can build a map based on the suspected site locations determined by the suspected site identification module.

[0219] First, determine whether the conditions for constructing a bus route map are met. If so, cluster the suspected station locations and extract the bus station area based on the clustering results.

[0220] Among them, the DBSCAN clustering algorithm can be used to cluster the suspected stations to obtain clusters, and then the bus station area is extracted for each cluster, that is, the target line segment is determined, and the area represented by each target line segment is determined as the bus station area. The detailed method has been explained in the previous article and will not be repeated here.

[0221] After determining the target detection, the latitude and longitude of the starting point of the target line segment can be recorded for each cluster, the target line segment can be numbered and saved in the bus route map, and the bus route map of the bus station can be obtained.

[0222] Attribute adding module:

[0223] Based on the bus route map output by the mapping module, we can get basic information such as the total number of bus stops and the longitude and latitude of each stop. More advanced attributes such as the name of each stop and the bus route are still unknown.

[0224] Therefore, it is possible to determine whether the bus is close to the bus stop area. If so, multiple frames of images captured by the on-board camera are obtained, combined with the actual station information recorded in the bus stop database, and the station information is obtained by identifying the multiple frames of images; and, combined with the bus route information recorded in the bus stop database, the bus route information is obtained according to the stop order of the buses in the bus stop area.

[0225] In summary, in this embodiment, based on the basic idea of ​​big data, after accumulating a large number of suspected station locations, the suspected station locations are analyzed to determine the final bus station. In addition, considering that the bus station is an area rather than a point, a line segment with width is used to fit the bus station area, which improves the rationality and accuracy of the solution.

[0226] In addition, in the solution provided in the embodiment of the present application, after opening a new bus route, a bus route map of bus stops can be constructed by acquiring data generated during a period of bus operation. No additional equipment is required, and no manual data input is required, which reduces costs and avoids a series of problems such as installation.

[0227] Corresponding to the above-mentioned bus route map construction method, the embodiment of the present application also provides an information broadcasting method.

[0228] See also Figure 6 , is a flow chart of an information broadcasting method provided in an embodiment of the present application, the method comprising the following steps:

[0229] Step S601: Obtain the vehicle position of the bus.

[0230] Step S602: Generate information to be broadcast based on the positional relationship between the vehicle position and the vehicle stop area of ​​the bus stop recorded in the bus route map.

[0231] Among them, the above-mentioned bus route map is a bus route map constructed based on the above-mentioned bus route map construction method embodiment.

[0232] The positional relationship between the vehicle position and the vehicle stopping area of ​​the bus stop may include: the vehicle position is located in the vehicle stopping area of ​​the bus stop, the vehicle position is not located in the vehicle stopping area of ​​the bus stop, whether the distance between the vehicle position and the vehicle stopping area of ​​the bus stop is greater than a set distance threshold, etc.

[0233] According to the above-mentioned different positional relationships, various types of information to be broadcasted can be generated. The specific method of generating the information to be broadcasted is introduced below.

[0234] In the first method, if it is determined that the vehicle position is located in the vehicle stopping area of ​​the bus stop recorded in the bus route map, the stop broadcast information is generated.

[0235] The above-mentioned station broadcast information may include station announcement information, arrival reminder information, next station forecast information, etc.

[0236] Among them, the station announcement information may include the name of the bus stop where the bus is currently stopped, the route number of the current route, etc.; the arrival reminder information can be any reminder information representing the arrival of the station; the next stop forecast information may include relevant information of the next bus stop of the current bus stop in the bus route map.

[0237] The second method is to determine whether there are pedestrians within a first range around the bus based on the third environmental information around the bus, and if there are pedestrians within the first range, generate pedestrian approaching prompt information.

[0238] The pedestrian approaching prompt information may be any information that prompts a pedestrian to approach.

[0239] Among them, if the vehicle position is located in the vehicle stopping area of ​​the bus stop, the first range is the entry range; if the vehicle position is not located in the vehicle stopping area of ​​the bus stop, the first range is the non-entry range, and the non-entry range is larger than the entry range.

[0240] That is, the first range when the bus stops at the bus stop is smaller than the first range when the bus does not stop at the bus stop. The following is a specific analysis:

[0241] If the vehicle is located in a vehicle stopping area of ​​a bus stop, the first range may be determined as a smaller range, such as 20 cm.

[0242] In this case, the bus is stationary or moving very slowly. Therefore, the first range can be appropriately determined to be a smaller range so that prompt information is generated and triggered when pedestrians are closer to the bus, thereby increasing the value of the prompt information and reducing the probability of excessive prompt frequency affecting the driver's normal operation.

[0243] If the vehicle position is not located in the vehicle stopping area of ​​the bus stop, the first range may be determined as a larger range, such as 50 cm.

[0244] In this case, the bus is not at the bus stop and is most likely traveling on the motor vehicle road at a relatively fast speed. Therefore, the first range can be appropriately determined to be a larger range so that prompt information is generated and prompts are triggered when pedestrians are far away from the bus, leaving the driver with enough time to slow down and stop, reducing the probability of accidents and improving safety.

[0245] It can be seen that according to the different positional relationships between the vehicle position and the vehicle stopping area of ​​the bus stop, different types of information to be broadcast can be generated in a variety of ways, so that the generated information to be broadcast is more accurate and more targeted, thereby improving the flexibility and rationality of subsequent broadcasting of the information to be broadcast, and also improving the applicability of the solution.

[0246] Step S603: broadcast the information to be broadcasted.

[0247] According to step S602, different types of information to be broadcasted can be generated according to different positional relationships between the vehicle position and the vehicle stop area of ​​the bus stop. Different types of information to be broadcasted are also broadcasted in different ways. For details, see the following description:

[0248] In the first case, if the information to be broadcast is site broadcast information.

[0249] 1. The station announcement information included in the information to be announced can be announced in the form of voice announcement through the in-vehicle loudspeaker to inform the passengers in the vehicle of the relevant information of the current bus stop so that the passengers can determine whether to get off at the current stop.

[0250] 2. For the arrival reminder information included in the information to be announced, it can be announced in the form of voice broadcast through the speakers inside the car and the speakers outside the car, so that the passengers in the car know that they have arrived at the station and prepare to get off. It is also used to inform the passengers waiting at the bus stop that the bus has arrived, so as to remind the waiting passengers to get on the bus in time.

[0251] 3. The next stop forecast information included in the information to be announced can be announced in the form of voice broadcast through the in-vehicle loudspeaker to inform the passengers in the vehicle of the relevant information of the next bus stop so that the passengers can prepare to get off in advance.

[0252] In the second case, if the information to be broadcast is a pedestrian approaching prompt.

[0253] In this case, the announcement can be made using the in-car buzzer, which can more clearly and prominently remind the driver that pedestrians are approaching, so that the driver can take measures such as slowing down and stopping to avoid accidents and ensure the safety of pedestrians and passengers; the announcement can also be made in the form of voice broadcast through the in-car speakers.

[0254] From the above, it can be seen that by applying the solution provided in the embodiment of the present application, it is possible to automatically generate information to be broadcast and broadcast the information to be broadcast based on the positional relationship between the vehicle position and the vehicle stopping area of ​​the bus stop recorded in the bus route map, thereby providing prompts to passengers and / or drivers, and bringing an intelligent and humanized experience to passengers and / or drivers.

[0255] Furthermore, since the bus stop announcement information can be broadcast when it is sensed that the vehicle is near a bus stop recorded in the bus route map, there is no need for the driver to manually trigger the stop announcement operation, thus achieving efficient and autonomous stop announcement.

[0256] Among them, since automatic station announcements do not need to rely on real-time collected images and other visual data, they are not affected by environmental factors such as light, traffic density, rain and snow, etc., which have good adaptability.

[0257] In addition, since the bus route map records the vehicle stopping area of ​​the bus stop, when the vehicle is in the vehicle stopping area, it can be determined that the vehicle has arrived at the bus stop and the station announcement can be made, instead of waiting for the vehicle to enter the station before announcing the station, which improves the rationality of the station announcement.

[0258] Furthermore, this application can also record more information in the bus route map according to actual needs, and then widely develop more business applications around more information, with good scalability.

[0259] In the technical solution of this application, the operations involved in obtaining, storing, using, processing, transmitting, providing and disclosing user personal information are all performed under the premise that the user is aware and authorized, and comply with the provisions of relevant laws and regulations and do not violate public order and good morals.

[0260] Corresponding to the above-mentioned bus route map construction method, the embodiment of the present application also provides a bus route map construction device.

[0261] See also Figure 7 , is a schematic diagram of the structure of a bus route map construction device provided in an embodiment of the present application, the device includes the following modules:

[0262] A first information acquisition module 701 is used to obtain synchronously collected first motion information of the bus and first environmental information around the bus;

[0263] A suspected station determination module 702 is used to determine whether the bus is suspected to be parked at a bus station according to the first environmental information when the bus is determined to be stationary based on the first motion information, and if so, record the stationary position of the bus as a suspected station position;

[0264] The stop area determination module 703 is used to determine the vehicle stop area of ​​the bus stop based on the recorded suspected station location when the set bus route map construction conditions are met;

[0265] The attribute information obtaining module 704 is used to obtain the attribute information of the vehicle stop area according to the second environmental information, wherein the second environmental information is: environmental information collected when the bus stops at the vehicle stop area;

[0266] A route information determination module 705, for determining the route information of the bus route on which the bus travels according to the stop order of the bus in the vehicle stop area and the attribute information of the vehicle stop area;

[0267] The bus route map construction module 706 is used to construct a bus route map based on the vehicle stop area, attribute information and route information.

[0268] As can be seen from the above, when the scheme provided by the embodiment of the present application is used to construct a bus route map, the electronic device can autonomously obtain the movement information of the bus and the environmental information around the bus, and when it is determined that the bus is suspected to be parked at a bus stop, the static position of the bus is recorded as the suspected stop position; further, when the conditions for constructing a bus route map are met, the vehicle stop area of ​​the bus stop can be determined based on the recorded suspected stop position, and finally the bus route map can be constructed based on the determined vehicle stop area. It can be seen that the scheme provided by the embodiment of the present application enables the electronic device to automatically construct a bus route map that records the location of the bus stop. In this way, there is no need for the staff to manually input the location of each bus stop included in the bus route into the on-board electronic device, which greatly reduces the labor cost.

[0269] Moreover, in the solution provided in the embodiment of the present application, based on the suspected station location, what is finally determined and recorded in the bus route map is the vehicle stopping area of ​​the bus stop. The above-mentioned vehicle stopping area is a section of road area where the bus stops when it arrives at the bus stop, rather than a location. This is closer to the actual scene, improves the rationality of the solution, and also brings convenience to the subsequent application of the bus route map.

[0270] In one embodiment of the present application, the parking area determination module 703 includes:

[0271] The clustering submodule is used to cluster the recorded suspected station locations to obtain clusters when the set bus route map construction conditions are met;

[0272] The stop area determination submodule is used to perform line segment fitting on the suspected station locations included in each cluster to obtain a target line segment, and determine the area represented by the target line segment as the vehicle stop area of ​​the bus station.

[0273] In this embodiment, by clustering the recorded suspected station locations, the suspected station locations are cleverly divided into clusters, each cluster represents an aggregation area of ​​a suspected station area, and then the vehicle stopping area of ​​the bus station can be determined more accurately and reasonably based on the obtained focus area.

[0274] In one embodiment of the present application, the stop area determination submodule is specifically used to perform line segment fitting on the suspected station locations included in each cluster in the following manner to obtain a target line segment:

[0275] A suspected station position that has not undergone coordinate transformation and has not been passed by the determined straight line is selected from the cluster, and the coordinates of the suspected station position are transformed into polar coordinates under different preset polar angles to obtain each pair of straight line parameters of the suspected station position, wherein each straight line parameter pair includes: a polar angle and a polar diameter; the number of each type of straight line parameter pair obtained is counted, and if the maximum value of the counted number is greater than the number threshold, the target position through which the target straight line passes is determined from the cluster, wherein the target straight line is: a straight line represented by the straight line parameter pair corresponding to the maximum value, and the target position is: a suspected station position whose distance from the target straight line is less than the distance threshold; if the length of the first line segment composed of the target position is greater than the length threshold, the first line segment is determined as the target line segment, and the step of selecting a suspected station position that has not undergone coordinate transformation and has not been passed by the determined target straight line from the cluster and transforming the coordinates of the suspected station position into polar coordinates under different polar angles is returned until all the suspected station positions in the cluster undergo coordinate transformation or are passed by the determined straight line.

[0276] Through the above method, the coordinate transformation can be performed on each suspected site position in the cluster, and line segment fitting can be performed based on the result of the coordinate transformation, so as to determine a target line segment that is as close as possible to the suspected site position included in the cluster and has a length that meets the requirements, thereby improving the accuracy of the determined target line segment.

[0277] In one embodiment of the present application, the clustering submodule is specifically used to determine the minimum number of neighborhood points of the cluster based on the number of times the bus passes the bus stop within a set time period, and to determine the neighborhood radius of the cluster based on the set bus stop spacing; and cluster the suspected station locations marked in the bus route map according to the determined minimum number of neighborhood points and neighborhood radius.

[0278] The number of times a bus passes a bus stop within a set time and the distance between bus stops are generally relatively fixed. Therefore, setting this information as clustering parameters can significantly improve clustering accuracy and improve clustering effects.

[0279] In one embodiment of the present application, the suspected site determination module 702 includes:

[0280] The first judgment submodule is used to judge whether a set site discrimination condition is met based on the first environment information, and if so, trigger the suspected site determination submodule, wherein the site discrimination condition includes at least one of the following situations:

[0281] There is no traffic light within the set range in front of the bus, no zebra crossing within the set range, no set obstacle within the set range, no vehicle within the set range, and no pedestrians crossing the road within the set range;

[0282] The suspected station determination submodule is used to determine that the bus is suspected to be stopped at a bus station.

[0283] It can be seen that the station discrimination conditions may include a variety of situations. By judging whether the station discrimination conditions are met, various other situations that may cause the vehicle to stop can be excluded based on whether the above situations occur. This can more accurately determine whether the bus stops due to arrival at the station, greatly improving the accuracy of judging whether the bus is parked at the bus station.

[0284] In one embodiment of the present application, if the site identification condition includes: there is no vehicle within the set range and / or there is no pedestrian crossing the road within the set range, the device further includes:

[0285] The second judgment submodule is used to judge whether there is a recorded suspected station location within the set range of the stationary position of the bus if the set station discrimination condition is not met, and if so, trigger the suspected station determination submodule.

[0286] When it is determined that there are vehicles or pedestrians crossing the road ahead, it is possible to further consider whether there are suspected bus stops around the bus, and determine that the bus is suspected to be parked at the bus stop when there are suspected bus stops. In this way, comprehensive consideration is given to various situations, and it is possible to better determine whether the bus stops due to arrival at the stop, thereby improving the accuracy of the determined suspected bus stops.

[0287] In one embodiment of the present application, whether there is a pedestrian crossing the road within the set range is determined in the following manner:

[0288] Based on the positions of pedestrians included in the first environmental information and the second environmental information, the moving direction of the pedestrians is determined, wherein the second environmental information is: environmental information collected before and / or after the first environmental information; if the acute angle between the moving direction and the driving direction of the bus at the time of collecting the first environmental information is less than the set angle, it is determined that there are no pedestrians crossing the road within the set range; otherwise, it is determined that there are pedestrians crossing the road within the set range in front of the bus.

[0289] It can be seen that in this way, the acute angle between the moving direction of the pedestrian and the moving direction of the bus can be used to accurately and conveniently determine whether there are pedestrians crossing the road within the set range in front of the bus. In one embodiment of the present application, the first motion information includes: the inertia information and speed of the bus, and the following submodules are used to determine whether the bus is in a stationary state based on the first motion information:

[0290] A motion state information determination submodule, configured to determine first motion state information of the bus based on the inertial information, and to determine second motion state information of the bus based on the speed;

[0291] A speed determination submodule, used to determine whether the speed is less than a set speed, if yes, the first determination submodule is triggered, otherwise, the second determination submodule is triggered;

[0292] The first determination submodule is used to determine whether the bus is in a stationary state based on the first motion state information;

[0293] The second determination submodule is used to determine whether the bus is in a stationary state based on the second motion state information.

[0294] In this way, when the actual speed of the bus is relatively low, such as when it is less than the set first speed threshold, the accuracy of the bus speed (such as Doppler speed) sensed by the sensor module carried by the bus is not high, and the accuracy of the sensed inertial information is relatively high. The inertial information with higher accuracy is used as a reference to determine whether the bus is stationary, thereby improving the accuracy of the judgment result; when the actual speed of the bus is relatively high, such as when it is greater than the set second speed threshold, the accuracy of the inertial information sensed by the sensor module is not high, and the accuracy of the sensed speed (such as Doppler speed) is relatively high. The speed with higher accuracy is used as a reference to determine whether the bus is stationary, thereby improving the accuracy of the judgment result.

[0295] In one embodiment of the present application, the motion state information determination submodule is specifically used to determine the initial motion state information of the bus based on the inertial information; use reference motion state information to correct the initial motion state information to obtain first motion state information, wherein the reference motion state information includes: the motion state information of the bus determined based on reference inertial information, and the reference inertial information includes: the inertial information included in the second motion information collected before and / or after the first motion information.

[0296] In this way, when determining whether the bus is stationary based on the relationship information, not only the inertia information included in the first motion state information is considered, but also the inertia information included in the first motion state information collected before and after the first motion state information is considered. The information considered is more comprehensive, which improves the accuracy of the judgment result.

[0297] In one embodiment of the present application, the attribute information includes a site name, and the attribute information obtaining module 704 includes:

[0298] A first station name obtaining submodule, used for obtaining the first station name recorded in the bus stop sign based on the second environment information;

[0299] The first attribute setting submodule is used to set the site name included in the attribute information of the vehicle parking area to the first site name.

[0300] In this way, the name of the bus stop can be obtained conveniently and quickly based on the second environment information.

[0301] In one embodiment of the present application, the device further includes:

[0302] A name matching submodule, used for matching the first site name with the actual site name stored in the first database, and if there is a matching site name, triggering the first attribute setting submodule, otherwise, triggering the second attribute setting submodule;

[0303] The second attribute setting submodule is used to determine the actual site name with the highest similarity to the first site name, correct the first site name according to the determined actual site name, and set the site name included in the attribute information of the vehicle stop area to the corrected first site name.

[0304] In this way, after determining the first site name of the bus stop based on the second environmental information collected when the bus stops at the vehicle stop area of ​​the bus stop, the first site name is also corrected based on the actual site name stored in the database, thereby correcting the recognition error and improving the accuracy of the final determined site name.

[0305] In one embodiment of the present application, the bus route map construction conditions include:

[0306] The number of recorded suspected station locations is greater than a set number; and / or the driving time of the bus is greater than a set time; and / or the driving distance of the bus is greater than a set driving distance.

[0307] When the above conditions are met, the bus has generally been running for a period of time, and many suspected station locations have been recorded. At this time, the vehicle stopping area of ​​the bus station can be accurately determined based on the relatively abundant suspected station locations, thereby improving the rationality of the solution.

[0308] Corresponding to the above-mentioned information broadcasting method, the embodiment of the present application also provides an information broadcasting device.

[0309] See also Figure 8 , is a schematic diagram of the structure of an information broadcasting device provided in an embodiment of the present application, the device includes the following modules:

[0310] The vehicle position obtaining module 801 is used to obtain the vehicle position of the bus;

[0311] The module 802 for generating information to be broadcast is used to generate information to be broadcast based on the position relationship between the vehicle position and the vehicle stop area of ​​the bus stop recorded in the bus route map, wherein the bus route map is a bus route map constructed according to the above-mentioned bus route map construction method;

[0312] The broadcasting module 803 is used to broadcast the information to be broadcasted.

[0313] From the above, it can be seen that by applying the solution provided in the embodiment of the present application, it is possible to automatically generate information to be broadcast and broadcast the information to be broadcast based on the positional relationship between the vehicle position and the vehicle stopping area of ​​the bus stop recorded in the bus route map, thereby providing prompts to passengers and / or drivers, and bringing an intelligent and humanized experience to passengers and / or drivers.

[0314] In one embodiment of the present application, the module for generating information to be broadcast 802 is specifically used to generate station broadcast information if it is determined that the vehicle position is located in the vehicle stopping area of ​​the bus stop recorded in the bus route map; and / or, based on the third environmental information around the bus, determine whether there are pedestrians within a first range around the bus, and if there are pedestrians within the first range, generate pedestrian approach prompt information, wherein if the vehicle position is located in the vehicle stopping area of ​​the bus stop, the first range is the entry range; if the vehicle position is not located in the vehicle stopping area of ​​the bus stop, the first range is the non-entry range, and the non-entry range is larger than the entry range.

[0315] It can be seen that according to the different positional relationships between the vehicle position and the vehicle stopping area of ​​the bus stop, different types of information to be broadcast can be generated in a variety of ways, so that the generated information to be broadcast is more accurate and more targeted, thereby improving the flexibility and rationality of subsequent broadcasting of the information to be broadcast, and also improving the applicability of the solution.

[0316] The present application also provides an electronic device, such as Fig. 9 As shown, including:

[0317] Memory 901, used for storing computer programs;

[0318] The processor 902 is used to implement the steps of the aforementioned bus route map construction method or information broadcasting method when executing the program stored in the memory 901.

[0319] Furthermore, the electronic device may further include a communication bus and / or a communication interface, and the processor 902, the communication interface, and the memory 901 communicate with each other via the communication bus.

[0320] The communication bus mentioned in the above electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0321] The communication interface is used for communication between the above electronic device and other devices.

[0322] The memory may include a random access memory (RAM) or a non-volatile memory (NVM), such as at least one disk memory. Optionally, the memory may also be at least one storage device located away from the aforementioned processor.

[0323] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components.

[0324] In another embodiment provided in the present application, a computer-readable storage medium is also provided, in which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned bus route map construction method or information broadcasting method are implemented.

[0325] In another embodiment provided in the present application, a computer program product including instructions is also provided, which, when executed on a computer, enables the computer to execute any bus route map construction method or information broadcasting method in the above-mentioned embodiments.

[0326] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function described in the embodiment of the present application is 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 transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions may be transmitted from a website site, computer, server or data center to another website site, computer, server or data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium may be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrated. The available medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a solid-state hard disk (SSD), etc.

[0327] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0328] Each embodiment in this specification is described in a related manner, and the same or similar parts between the embodiments can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device, electronic device and storage medium embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiments.

[0329] The above description is only a preferred embodiment of the present application and is not intended to limit the protection scope of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application are included in the protection scope of the present application.

Claims

1. A method for constructing a bus route map, characterized in that: The method comprises: Obtaining synchronously collected first motion information of the bus and first environmental information around the bus; In the case where it is determined based on the first motion information that the bus is in a stationary state, judging whether the bus is suspected to be parked at a bus stop according to the first environmental information, and if so, recording the stationary position of the bus as a suspected stop position; When the set bus route map construction conditions are met, the vehicle parking area of ​​the bus stop is determined based on the recorded suspected station locations; According to the second environmental information, the attribute information of the vehicle stop area is obtained, wherein the second environmental information is: environmental information collected when the bus stops at the vehicle stop area; Determining the route information of the bus route on which the bus travels according to the stop order of the bus in the vehicle stop area and the attribute information of the vehicle stop area; A bus route map is constructed based on the vehicle stop areas, attribute information and route information.

2. The method according to claim 1, characterized in that The method of determining the vehicle stopping area of ​​the bus stop based on the recorded suspected stop location includes: Cluster the recorded suspected site locations to obtain clusters; For each cluster obtained, line segment fitting is performed on the suspected station locations included in the cluster to obtain a target line segment, and the area represented by the target line segment is determined as the vehicle stopping area of ​​the bus station.

3. The method according to claim 2, characterized in that For each obtained cluster, line segment fitting is performed on the suspected site positions included in the cluster to obtain a target line segment, including: For each cluster, perform line segment fitting on the suspected site locations included in the cluster in the following manner to obtain the target line segment: Select a suspected station position from the cluster that has not been subjected to coordinate transformation and is not passed by the determined straight line, transform the coordinates of the suspected station position into polar coordinates under different preset polar angles, and obtain each straight line parameter pair of the suspected station position, wherein each straight line parameter pair includes: a polar angle and a polar diameter; Count the number of each type of straight line parameter pair obtained, and if the maximum value of the number obtained by counting is greater than the number threshold, determine the target position through which the target straight line passes from the cluster, wherein the target straight line is: a straight line represented by the straight line parameter pair corresponding to the maximum value, and the target position is: a suspected station position whose distance from the target straight line is less than the distance threshold; If the length of the first line segment composed of the target position is greater than the length threshold, the first line segment is determined as the target line segment, and the step of selecting a suspected site position from the cluster that has not undergone coordinate transformation and has not been passed by the determined target straight line, and converting the coordinates of the suspected site position into polar coordinates at different polar angles is returned until all the suspected site positions in the cluster have undergone coordinate transformation or have been passed by the determined straight line.

4. The method according to claim 2, characterized in that: The clustering of the recorded suspected site locations includes: Based on the number of times the bus passes the bus stop within a set time, the minimum number of neighborhood points of the cluster is determined, and based on the set bus stop spacing, the neighborhood radius of the cluster is determined; The suspected station locations marked in the bus route map are clustered according to the determined minimum number of neighborhood points and neighborhood radius.

5. The method according to claim 1, characterized in that The step of determining, based on the first environmental information, whether the bus is suspected to be parked at a bus stop includes: Based on the first environmental information, it is determined whether a set station identification condition is met. If yes, it is determined that the bus is suspected to be parked at a bus station, wherein the station identification condition includes at least one of the following situations: There is no traffic light within the set range in front of the bus, there is no zebra crossing within the set range, there is no set obstacle within the set range, there is no vehicle within the set range, and there is no pedestrian crossing the road within the set range.

6. The method according to claim 5, characterized in that If the site identification condition includes: there is no vehicle within the set range and / or there is no pedestrian crossing the road within the set range, the method further includes: If the set station identification condition is not met, it is determined whether there is a recorded suspected station location within the set range of the stationary position of the bus; If yes, the step of determining that the bus is suspected to be parked at a bus stop is performed.

7. The method according to claim 5, characterized in that Determine whether there is a pedestrian crossing the road within the set range in the following manner: Determine the moving direction of the pedestrian based on the pedestrian position included in the first environmental information and the second environmental information, wherein the second environmental information is: environmental information collected before and / or after the first environmental information; If the acute angle between the moving direction and the driving direction of the bus at the time of collecting the first environmental information is less than the set angle, it is determined that there are no pedestrians crossing the road within the set range; otherwise, it is determined that there are pedestrians crossing the road within the set range in front of the bus.

8. The method according to claim 1, characterized in that: The first motion information includes: inertia information and speed of the bus, and whether the bus is in a stationary state is determined based on the first motion information in the following manner: Determine first motion state information of the bus based on the inertial information, and determine second motion state information of the bus based on the speed; Determining whether the speed is less than a set speed; If yes, determining whether the bus is in a stationary state based on the first motion state information; Otherwise, it is determined whether the bus is in a stationary state based on the second motion state information.

9. The method according to claim 8, characterized in that The determining, based on the inertial information, the first motion state information of the bus comprises: Based on the inertia information, determining initial motion state information of the bus; The initial motion state information is corrected using reference motion state information to obtain first motion state information, wherein the reference motion state information includes: motion state information of the bus determined based on reference inertial information, and the reference inertial information includes: inertial information included in second motion information collected before and / or after the first motion information.

10. The method according to any one of claims 1 to 9, characterized in that The attribute information includes a site name, and obtaining the attribute information of the vehicle parking area according to the second environment information includes: Based on the second environmental information, a first site name recorded in the bus stop sign is obtained, and the site name included in the attribute information of the vehicle stop area is set as the first site name.

11. The method according to claim 10, characterized in that Before the step of setting the site name included in the attribute information of the vehicle parking area as the first site name, the step further includes: matching the first site name with actual site names stored in a first database; If there is a matching site name, executing the step of setting the site name included in the attribute information of the vehicle parking area to the first site name; Otherwise, determine the actual site name with the highest similarity to the first site name, correct the first site name according to the determined actual site name, and set the site name included in the attribute information of the vehicle stop area as the corrected first site name.

12. The method according to any one of claims 1 to 9, characterized in that The bus route map construction conditions include: The number of recorded suspected station locations is greater than a set number; and / or the driving time of the bus is greater than a set time; and / or the driving distance of the bus is greater than a set driving distance.

13. An information broadcasting method, characterized in that: The method comprises: Get the vehicle position of the bus; Generate information to be broadcast based on the positional relationship between the vehicle position and the vehicle stop area of ​​the bus stop recorded in the bus route map, wherein the bus route map is: a bus route map constructed according to any one of claims 1 to 12; The information to be reported is reported.

14. The method according to claim 13, characterized in that The generating of the information to be broadcast based on the positional relationship between the vehicle position and the vehicle stop area of ​​the bus stop recorded in the bus route map includes: If it is determined that the vehicle position is located in the vehicle stop area of ​​the bus stop recorded in the bus route map, generating stop broadcast information; and / or, Based on the third environmental information around the bus, it is determined whether there are pedestrians within a first range around the bus. If there are pedestrians within the first range, pedestrian approaching prompt information is generated, wherein if the vehicle position is located in a vehicle stopping area of ​​a bus stop, the first range is an entry range; if the vehicle position is not located in the vehicle stopping area of ​​the bus stop, the first range is a non-entry range, and the non-entry range is larger than the entry range.

15. A bus route map construction device, characterized in that: The device comprises: A first information acquisition module, used to obtain synchronously collected first motion information of the bus and first environmental information around the bus; a suspected station determination module, configured to determine whether the bus is suspected to be parked at a bus station according to the first environmental information when the bus is determined to be stationary based on the first motion information, and if so, record the stationary position of the bus as a suspected station position; A stop area determination module is used to determine the vehicle stop area of ​​the bus stop based on the recorded suspected stop locations when the set bus route map construction conditions are met; An attribute information acquisition module, used to obtain attribute information of the vehicle stop area according to second environmental information, wherein the second environmental information is: environmental information collected when the bus stops at the vehicle stop area; A route information determination module, used to determine the route information of the bus route on which the bus travels according to the stop order of the bus in the vehicle stop area and the attribute information of the vehicle stop area; The bus route map construction module is used to construct a bus route map based on the vehicle stop area, attribute information and route information.

16. The device according to claim 15, characterized in that The stop area determination module includes: a clustering submodule, which is used to cluster the recorded suspected station locations to obtain clusters when the set bus route map construction conditions are met; a stop area determination submodule, which is used to perform line segment fitting on the suspected station locations included in each cluster to obtain a target line segment, and determine the area represented by the target line segment as the vehicle stop area of ​​the bus station; and / or, The docking area determination submodule is specifically used to perform line segment fitting on the suspected station positions included in each cluster in the following manner to obtain a target line segment: select a suspected station position from the cluster that has not undergone coordinate conversion and has not been passed by the determined straight line, convert the coordinates of the suspected station position into polar coordinates under different preset polar angles, and obtain various straight line parameter pairs of the suspected station position, wherein each straight line parameter pair includes: a polar angle and a polar diameter; count the number of each type of straight line parameter pair obtained, and if the maximum value of the number obtained by counting is greater than the number threshold, determine the suspected station position passed by the target straight line from the cluster. target position, wherein the target straight line is: a straight line characterized by a straight line parameter pair corresponding to the maximum value, and the target position is: a suspected station position whose distance from the target straight line is less than a distance threshold; if the length of a first line segment composed of the target position is greater than a length threshold, the first line segment is determined as the target line segment, and the step of selecting a suspected station position from the cluster that has not undergone coordinate transformation and has not been passed by the determined target straight line, and converting the coordinates of the suspected station position into polar coordinates at different polar angles is returned until all suspected station positions in the cluster undergo coordinate transformation or are passed by the determined straight line; and / or, The clustering submodule is specifically used to determine the minimum number of neighborhood points of a cluster based on the number of times the bus passes through the bus stop within a set time, and determine the neighborhood radius of the cluster based on the set bus stop spacing; cluster the suspected station locations marked in the bus route map according to the determined minimum number of neighborhood points and neighborhood radius; and / or, The suspected station determination module includes: a first determination submodule, used to determine whether the set station determination condition is met based on the first environmental information, and if so, trigger the suspected station determination submodule, wherein the station determination condition includes at least one of the following situations: there is no traffic light within the set range in front of the bus, there is no zebra crossing within the set range, there is no set obstacle within the set range, there is no vehicle within the set range, and there is no pedestrian crossing the road within the set range; the suspected station determination submodule is used to determine that the bus is suspected to be parked at a bus stop; and / or, If the station identification condition includes: there is no vehicle within the set range and / or there is no pedestrian crossing the road within the set range, the device further includes: a second judgment submodule, which is used to judge whether there is a recorded suspected station position within the set range of the stationary position of the bus if the set station identification condition is not met, and if so, trigger the suspected station determination submodule; and / or, Whether there is a pedestrian crossing the road within the set range is determined in the following manner: based on the pedestrian position included in the first environmental information and the second environmental information, the moving direction of the pedestrian is determined, wherein the second environmental information is environmental information collected before and / or after the first environmental information; if the acute angle between the moving direction and the driving direction of the bus at the time of collecting the first environmental information is less than the set angle, it is determined that there is no pedestrian crossing the road within the set range, otherwise, it is determined that there is a pedestrian crossing the road within the set range in front of the bus; and / or, The first motion information includes: the inertia information and speed of the bus, and the following submodules are used to determine whether the bus is in a stationary state based on the first motion information: a motion state information determination submodule, used to determine the first motion state information of the bus based on the inertia information, and to determine the second motion state information of the bus based on the speed; a speed determination submodule, used to determine whether the speed is less than a set speed, if yes, the first determination submodule, otherwise, the second determination submodule is triggered; the first determination submodule is used to determine whether the bus is in a stationary state based on the first motion state information; the second determination submodule is used to determine whether the bus is in a stationary state based on the second motion state information; and / or, The motion state information determination submodule is specifically used to determine the initial motion state information of the bus based on the inertial information; use reference motion state information to correct the initial motion state information to obtain first motion state information, wherein the reference motion state information includes: the motion state information of the bus determined based on the reference inertial information, and the reference inertial information includes: the inertial information included in the second motion information collected before and / or after the first motion information; and / or, The attribute information includes a station name, and the attribute information obtaining module includes: a first station name obtaining submodule, used to obtain a first station name recorded in a bus stop sign based on the second environmental information; a first attribute setting submodule, used to set the station name included in the attribute information of the vehicle stop area to the first station name; and / or, The device further includes: a name matching submodule, used to match the first site name with the actual site name stored in the first database, and if there is a matching site name, trigger the first attribute setting submodule, otherwise, trigger the second attribute setting submodule; the second attribute setting submodule, used to determine the actual site name with the highest similarity to the first site name, correct the first site name according to the determined actual site name, and set the site name included in the attribute information of the vehicle stop area to the corrected first site name; and / or, The conditions for constructing the bus route map include: the number of recorded suspected station locations is greater than a set number; and / or the travel time of the bus is greater than a set time; and / or the travel distance of the bus is greater than a set travel distance.

17. An information broadcasting device, characterized in that: The device comprises: A vehicle position acquisition module is used to obtain the vehicle position of the bus; a module for generating information to be broadcast, for generating information to be broadcast based on the positional relationship between the vehicle position and the vehicle stop area of ​​the bus stop recorded in the bus route map, wherein the bus route map is a bus route map constructed according to any one of claims 1 to 12; The broadcast module is used to broadcast the information to be broadcasted.

18. The device according to claim 17, characterized in that The module for generating information to be broadcast is specifically used to generate station broadcast information if it is determined that the vehicle position is located in the vehicle stopping area of ​​the bus stop recorded in the bus route map; and / or, based on the third environmental information around the bus, determine whether there are pedestrians within a first range around the bus, and if there are pedestrians within the first range, generate pedestrian approach prompt information, wherein if the vehicle position is located in the vehicle stopping area of ​​the bus stop, the first range is the entry range, and if the vehicle position is not located in the vehicle stopping area of ​​the bus stop, the first range is the non-entry range, and the non-entry range is larger than the entry range.

19. An electronic device, characterized in that: include: Memory, used to store computer programs; A processor, for implementing any of the methods described in claims 1-12 or 13-14 when executing a program stored in a memory.

20. A computer-readable storage medium, characterized in that: 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 claims 1-12 or 13-14 is implemented.

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