Path planning method and device

Abstract

The embodiment of the invention discloses a path planning method and device. After a path planning request is obtained, a target sub-region is determined according to a position point in the path planning request, a recommended parking position and / or a recommended passing control point are / is determined according to order behaviors of historical orders of passing control points related to the target sub-region, and then path planning information is obtained. Therefore, the accuracy of the analysis result of the access control system structure and the traffic rule can be improved, and the accuracy of path planning is further improved.

Description

Technical Field

[0001] The present invention relates to the field of Internet technology, and in particular to a path planning method and device. Background Art

[0002] With the continuous advancement of Internet technology, online ride-hailing services have played an important role in improving urban traffic efficiency and enhancing travel convenience. However, when the passenger pick-up and drop-off points are located in relatively complex closed or semi-closed areas, how to achieve accurate pick-up and drop-off becomes a major challenge. The ideal pick-up and drop-off solution should reduce the walking distance of passengers while ensuring that the driver can smoothly enter the area to pick up passengers, which relies on accurately obtaining the access control system structure and traffic rules in these areas.

[0003] In the prior art, the structure of the access control system and the traffic rules are generally obtained by combining multiple data sources (such as positioning information, cameras, social media, etc.) for data fusion. However, due to the serious lack of relevant data, the analysis results of the structure of the access control system and the traffic rules are less accurate, which in turn makes the planning path less accurate. Summary of the invention

[0004] In view of this, an object of an embodiment of the present invention is to provide a path planning method and device, which can improve the accuracy of the analysis results of the access control system structure and traffic rules, and thus improve the accuracy of the planned path.

[0005] In a first aspect, an embodiment of the present invention provides a path planning method, the method comprising:

[0006] Obtaining a route planning request, wherein the route planning request includes a passenger's location point, wherein the location point includes a starting point and an end point;

[0007] Determine a target sub-region according to the position point;

[0008] Obtain historical orders corresponding to the target sub-region;

[0009] Path planning information is obtained according to the order behavior of the historical order, wherein the order behavior is the behavior of the historical order for the traffic control points related to the target sub-area, and the path planning information includes recommended stop locations and / or recommended traffic control points.

[0010] In some embodiments, the method further comprises:

[0011] Get the pre-divided sub-areas and access control points.

[0012] In some embodiments, obtaining the pre-divided sub-areas and traffic control points includes:

[0013] Obtain pre-divided surface contours and road network information;

[0014] Acquire internal roads according to the surface contour and road network information, wherein the internal roads are roads within a region, and the region is a region within the surface contour;

[0015] Sub-areas and traffic control points are acquired according to the internal road.

[0016] In some embodiments, obtaining the internal road according to the surface contour and the road network information comprises:

[0017] Acquire candidate roads according to the surface contour and road network information, wherein the candidate roads are roads covered by the surface contour;

[0018] Determining the attributes of each of the candidate roads;

[0019] The internal road is determined according to the attribute of each of the candidate roads.

[0020] In some embodiments, acquiring a sub-area and a traffic control point of the sub-area according to the internal road comprises:

[0021] Obtain the actual existing passage control points;

[0022] Clustering the internal roads according to road connectivity to obtain connected roads, wherein the connected roads are interrupted at the actually existing traffic control points;

[0023] The sub-area is determined according to the connected roads.

[0024] In some embodiments, acquiring a sub-area and a traffic control point of the sub-area according to the internal road further comprises:

[0025] Obtain the convex hull corresponding to the sub-region;

[0026] Determine the coverage ratio of the convex hull to the surface contour, where the coverage ratio is the ratio of the overlapping area of ​​the convex hull and the surface contour to the area of ​​the convex hull;

[0027] The sub-regions whose coverage ratio is less than or equal to a predetermined threshold are filtered.

[0028] In some embodiments, acquiring a sub-area and a traffic control point of the sub-area according to the internal road further comprises:

[0029] Obtaining overlapping points between the surface contour and the road;

[0030] Determine the actually existing access control point as a first candidate access control point;

[0031] In response to an actual passage control point existing at the position of the overlapping point, determining the actual passage control point as a second candidate passage control point corresponding to the overlapping point;

[0032] In response to an actual access control point existing at the topological position of the overlapping point, determining the actual access control point as a third candidate access control point corresponding to the overlapping point;

[0033] In response to the absence of an actually existing access control point at the position of the overlapping point and the topological position of the overlapping point, determining the overlapping point as a fourth candidate access control point;

[0034] The passage control point is determined according to the first candidate passage control point, the second candidate passage control point, the third candidate passage control point and the fourth candidate passage control point.

[0035] In some embodiments, the method further comprises:

[0036] Determine the type of each of the access control points, the types including external access control points and common access control points, the external access control points are access control points between the sub-areas and external roads, and the common access control points are access control points between sub-areas;

[0037] Acquire at least one sub-region set, wherein the sub-region set includes a plurality of sub-regions, and there is an overlapping relationship between the plurality of sub-regions;

[0038] A traffic control point combination corresponding to each sub-area is determined according to the sub-area set and the traffic control point, and the traffic control point combination includes at least one traffic control point.

[0039] In some embodiments, obtaining the route planning information according to the order behavior of the historical order includes:

[0040] Determine a target traffic control point combination corresponding to the target sub-area;

[0041] Determining order behavior of each target access control point in the target access control point combination;

[0042] The path planning information is determined according to the order behavior.

[0043] In some embodiments, the order behavior includes at least one of a first behavior, a second behavior, a third behavior, and a fourth behavior;

[0044] The first behavior is an order behavior in which the actual travel control point is the planned travel control point;

[0045] The second behavior is an early docking order behavior;

[0046] The third behavior is an order behavior of successfully entering the target sub-area after changing the passage control point;

[0047] The fourth behavior is the order behavior of failing to successfully enter the target sub-area after changing the passage control point.

[0048] In some embodiments, determining the path planning information according to the order behavior includes:

[0049] Among the target access control points in the target access control point combination, the target access control point with the highest proportion in the first line is selected as the recommended access control point.

[0050] In some embodiments, determining the path planning information according to the order behavior includes:

[0051] In response to a high proportion of the second behavior and / or the fourth behavior at each target traffic control point in the target traffic control point combination, it is determined that the recommended stop position is outside the target sub-area.

[0052] In some embodiments, determining the path planning information according to the order behavior includes:

[0053] Among the target access control points in the target access control point combination, the target access control point with the third line satisfying a predetermined condition is determined as the access control point.

[0054] In a second aspect, an embodiment of the present invention provides a path planning device, the device comprising:

[0055] A request acquisition unit, configured to acquire a route planning request, wherein the route planning request includes a passenger's location point, wherein the location point includes a starting point and an end point;

[0056] a target sub-region determining unit, configured to determine the target sub-region according to the position point;

[0057] A historical order acquisition unit, used to acquire historical orders corresponding to the target sub-area;

[0058] A planning information acquisition unit is used to acquire path planning information based on the order behavior of the historical order, wherein the order behavior is the behavior of the historical order for the traffic control points related to the target sub-area, and the path planning information includes recommended stop locations and / or recommended traffic control points.

[0059] In a third aspect, an embodiment of the present invention provides an electronic device, comprising a memory and a processor, wherein the memory is used to store one or more computer program instructions, wherein the one or more computer program instructions are executed by the processor to implement the method described in the first aspect.

[0060] In a fourth aspect, an embodiment of the present invention provides a computer program product, wherein the computer program product includes a computer program. When the computer program runs on a computer, the computer executes the method described in the first aspect.

[0061] In a fifth aspect, an embodiment of the present invention provides a computer-readable storage medium on which computer program instructions are stored. When the computer program instructions are executed by a processor, the method described in the first aspect is implemented.

[0062] The technical solution of the embodiment of the present invention determines the target sub-area according to the position point in the path planning request after obtaining the path planning request, determines the recommended stop position and / or the recommended traffic control point according to the order behavior of the historical orders of the traffic control point related to the target sub-area, and then obtains the path planning information. In this way, the accuracy of the analysis results of the access control system structure and traffic rules can be improved, and the accuracy of the planned path can be improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] The above and other objects, features and advantages of the present invention will become more apparent through the following description of the embodiments of the present invention with reference to the accompanying drawings, in which:

[0064] Figure 1 is a schematic diagram of a path planning system according to an embodiment of the present invention;

[0065] Figure 2 is a flowchart of obtaining a sub-region according to an embodiment of the present invention;

[0066] Figure 3 is a schematic diagram of a surface profile of an embodiment of the present invention;

[0067] Figure 4 is a schematic diagram of an internal circuit of an embodiment of the present invention;

[0068] Figure 5 is a schematic diagram of a connecting road according to an embodiment of the present invention;

[0069] Figure 6 is a flow chart of obtaining a traffic control point according to an embodiment of the present invention;

[0070] Figure 7 is a schematic diagram of a traffic control point in an embodiment of the present invention;

[0071] Figure 8 is a schematic diagram of sub-areas and traffic control points according to an embodiment of the present invention;

[0072] Fig. 9 is a schematic diagram of a first example of a sub-area set and a traffic control point according to an embodiment of the present invention;

[0073] Fig.10is a schematic diagram of a second example of a sub-area set and a traffic control point according to an embodiment of the present invention;

[0074] Fig.11 Schematic diagram of a third example of a sub-area set and a traffic control point according to an embodiment of the present invention

[0075] Fig.12 is a schematic diagram of a fourth example of a sub-area set and a traffic control point according to an embodiment of the present invention;

[0076] Fig.13 is a schematic diagram of a fifth example of a sub-area set and a traffic control point according to an embodiment of the present invention;

[0077] Fig.14 is a flow chart of a path planning method according to an embodiment of the present invention;

[0078] Fig.15 is a flow chart of obtaining path planning information according to an embodiment of the present invention;

[0079] Fig.16 is a flow chart of determining path planning information according to order behavior according to an embodiment of the present invention;

[0080] Fig.17 is a schematic diagram of a path planning device according to an embodiment of the present invention;

[0081] Fig.18 is a schematic diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0082] The present application is described below based on embodiments, but the present application is not limited to these embodiments. In the detailed description of the present application below, some specific details are described in detail. It is possible for those skilled in the art to fully understand the present application without the description of these details. In order to avoid confusing the essence of the present application, known methods, processes, flows, components and circuits are not described in detail.

[0083] In addition, persons of ordinary skill in the art will appreciate that the drawings provided herein are for illustration purposes and are not necessarily drawn to scale.

[0084] Unless the context clearly requires otherwise, the words "include", "comprising" and similar words throughout the application should be interpreted as including rather than exclusive or exhaustive; that is, the meaning is "including but not limited to".

[0085] In the description of this application, it should be understood that the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. In addition, in the description of this application, unless otherwise specified, the meaning of "plurality" is two or more.

[0086] The solutions described in this specification and in the examples, if they involve the processing of personal information, will be processed on the premise of having a legal basis (such as obtaining the consent of the subject of personal information, or being necessary for the performance of a contract, etc.), and will only be processed within the scope of regulations or agreements. If a user refuses to process personal information other than the necessary information for basic functions, it will not affect the user's use of basic functions.

[0087] Access control status refers to the description of access control status of specific entrances and exits (such as building gates, access gates, etc.) in the security management system. It reflects whether the access control system allows or restricts the passage of people and vehicles. The access control status mainly includes the following aspects:

[0088] Open / Closed Status: refers to whether the access control device is physically open or closed.

[0089] Authorized / Unauthorized: Indicates whether an individual or device has permission to pass through the access control.

[0090] Maintenance / Fault Status: The access control system is undergoing maintenance or is not functioning properly due to a fault.

[0091] Emergency: In emergency situations, the access control system automatically unlocks to ensure rapid evacuation.

[0092] Frequency of use / congestion status: Monitor the frequency of use and crowd congestion of access control points to optimize crowd management.

[0093] Nowadays, online ride-hailing has become one of the common ways for people to travel. With the development of online ride-hailing technology and the optimization of products, one of the technologies pursued by many online ride-hailing platforms is to improve the passenger experience by completing accurate pick-up and drop-off of passengers. When passengers place an order on an online ride-hailing platform, the starting point or drop-off point may be, for example, a certain community or a certain park. Generally speaking, these locations are not a precise latitude and longitude point on a map, but an area range. The area covered may be multiple buildings or a large park, and the passenger may be anywhere within the surface. How to recommend the best pick-up point based on the specific location of the passenger and the surface range of the point, so that the passenger can reach the pick-up point and meet the driver with as little walking as possible. Ideally, passengers would have to walk less and drivers would get more driving experience. However, in reality, most areas have complex gate control systems and internal roads with different paving conditions. Drivers need to pass through specific gates to enter the area and drive a certain distance on the internal roads to reach the passengers. Therefore, understanding the structure of the gate control system, its traffic capacity, and the traffic quality of the internal roads can help drivers pick up passengers in the area or recommend passengers to walk out of the area to other recommended pick-up and drop-off points. This process involves two parts: the regional gate control status recognition system and the automatic intervention of the access control status.

[0094] Among them, the regional gating status recognition system includes obtaining gate access attributes, regional gating relations, and traffic status prediction.

[0095] Gate access attributes: Determine the type of each gate (pedestrian, vehicle, emergency door) and its direction of access (one-way or two-way).

[0096] Region gate relationship: defines the set of gates on the region boundary, including their names and spatial locations, and describes the road network inside the region.

[0097] Traffic status prediction: Evaluate the traffic capacity of the door, such as no traffic, conditional traffic or time-limited traffic.

[0098] Automatic intervention in access control status: When a passenger gets on the bus at a starting point within the area, whether it is necessary to recommend the passenger to leave the area, and if so, which gate entrance is recommended; when a passenger's destination is within the area, which gate is recommended for the driver to enter or which gate is recommended for the passenger to get off.

[0099] The existing technology has serious regional-related basic data shortages and complex regional multi-door scenarios, resulting in low access control status recognition accuracy. Effective prediction of traffic status first requires obtaining large amounts of high-quality real-time data, including vehicle location, speed, road conditions, weather conditions, event information (such as traffic accidents, construction), etc. The technical difficulty lies in how to design an efficient sensor network, utilize Internet of Things technology, and combine multiple data sources (such as positioning information, cameras, social media, etc.) for data fusion to ensure the comprehensiveness, accuracy and real-time nature of the data. However, the access control status prediction in the existing technology faces problems such as missing basic data, sparse high-precision data, poor data quality, and high reality complexity, which makes it more difficult to adapt the general traffic status prediction to the access control problem.

[0100] Missing basic data: Among the general data, the high cost of acquiring regional data leads to serious data missing. With the popularization of hardware technology in recent years, the number and control capabilities of real-world gate control systems have been greatly improved, resulting in serious missing of gate control data. For online ride-hailing platforms, the lack of gate control data, especially the lack of access control data, leads to the planned routes being unreachable, resulting in detours, order cancellations, early terminations and other negative driver and passenger experiences, which are always difficult to deal with.

[0101] High-precision data is sparse: The gate control and internal roads within the area are very different from the external public roads and intersection control systems. The number of people using the area is far lower than that outside the area, which leads to sparse and discrete data in the area. The commonly used methods such as group behavior-based data statistics and density distribution are difficult to adapt to mining within the area; and for example, residential areas and office areas have high privacy requirements and more customized gated access capabilities due to ownership issues, resulting in less high-precision data such as images and public information, which increases the difficulty of mining and judgment basis. Even if manual auditors intervene, it is difficult to make judgments.

[0102] Poor data quality: Due to the particularity of the location of the access control system, vehicles are usually at a low speed when passing through the access control location, which leads to large calculation errors in point speed, point direction, etc., and the area also faces problems such as poor GPS (Global Positioning System) signals, which makes the credibility of a single trajectory point feature poor.

[0103] High reality complexity: Regions may be nested within multiple regions, making a set of gates difficult to apply.

[0104] Moreover, since the status of the access control system is affected by many factors, real-time updates are difficult, resulting in poor timeliness.

[0105] In view of the above problems, an embodiment of the present invention provides a path planning method, which can improve the accuracy of the analysis results of the access control system structure and the passage rules, and thus improve the accuracy of the planned path.

[0106] Figure 1 Schematic diagram of a path planning system according to an embodiment of the present invention. Figure 1 As shown, the route planning system of the embodiment of the present invention includes at least one server 1, at least one passenger terminal 2 and at least one driver terminal 3. The server 1, the passenger terminal 2 and the driver terminal 3 are connected in communication to realize data interaction.

[0107] Server 1 is responsible for managing and coordinating data and services, and can also process data tasks from multiple driver terminals and passenger terminals in real time. The server performs core functions including but not limited to matching algorithms, route planning, billing systems, etc. At the same time, the server also supports API (Application Programming Interface) interfaces to connect with other third-party service platforms, such as payment gateways, map service providers, etc.

[0108] The passenger terminal 2 refers to a smart device used by passengers to initiate a ride request, such as an application on a smartphone or tablet computer. Passengers can use the passenger terminal to enter their destination, select the type of service (such as ordinary travel, carpooling, etc.), and view the estimated arrival time and fare estimate. Once the order is confirmed, the passenger terminal will also provide information about the pick-up vehicle, such as license plate number, model, color, and driver information.

[0109] The driver terminal 3 is used to receive order information from the server and display important information such as navigation instructions and passenger location to the driver. In addition, the driver can also update his status (such as whether he can accept orders), communicate with passengers, and provide feedback after completing the order through the driver terminal. The driver terminal can be implemented through a mobile device or a specially designed vehicle-mounted device, such as a smartphone, tablet computer, or dedicated hardware.

[0110] Specifically, the passenger inputs or selects the departure place and destination through the passenger terminal 2. If the departure place or destination is located in a large closed or semi-closed area (such as a community or a park), the passenger can select or input more specific location information. After the passenger confirms the departure place and destination, he clicks the call vehicle button, and the passenger terminal 2 sends a route planning request to the server 1. The route planning request includes the passenger's location point, such as the starting point, the end point, etc., and may also include other information, such as vehicle type preference, whether carpooling is allowed, etc.

[0111] After receiving the route planning request from the passenger terminal 2, the server 1 determines the specific coordinates of the location point and checks whether there are available vehicle resources. For locations located in complex areas, the server will evaluate the status of each door in the area (open / closed, authorization status, maintenance / fault status, emergency status, frequency of use / congestion status). Based on this information, the server can determine the best boarding point and recommend it to the passenger. Next, the server uses a route planning algorithm to calculate the optimal driving route for the driver based on real-time traffic conditions, road conditions, weather forecasts and other factors. At the same time, the capacity of the gate control system and the quality of the internal roads are considered to ensure that the driver can smoothly enter the area to pick up passengers.

[0112] The server 1 sends the route planning information to the driver terminal 3, including the exact pick-up point of the passenger, the recommended best driving route, the estimated arrival time and relevant information of the passenger. The driver goes to the pick-up point designated by the passenger according to the route planning provided by the server. During the journey, the driver can keep in touch with the passenger through the driver terminal to inform the estimated arrival time or other relevant information. When the driver arrives at the recommended pick-up point, the passenger is already waiting there. After the driver verifies the passenger, he starts the journey. According to the pre-planned route, the driver safely delivers the passenger to the destination. After arriving at the destination, the driver marks the end of the journey through the terminal.

[0113] Furthermore, the path planning of the server in the embodiment of the present invention can be divided into three stages. The first two stages are to obtain the access control system structure, that is, to obtain which sub-areas and access control points are in each area, wherein the first stage is to obtain the sub-areas, and the second stage is to obtain the access control points. The third stage is to obtain the access rules, that is, to obtain whether these access control points are passable.

[0114] Figure 2 FIG. 1 is a flowchart of obtaining a sub-area according to an embodiment of the present invention. Figure 2 In the illustrated embodiment, obtaining the sub-area is performed by the server and specifically includes the following steps:

[0115] Step S101, obtaining the surface contour.

[0116] In this embodiment, the face contour is a face with a contour covering the area to be processed. Wherein, the area to be processed is a certain geographical location area that needs to be analyzed, and the area to be processed can be a business district, a residential area, a community, a park, etc. The face contour can be a face of a regular shape, such as a rectangle, a triangle, a polygon, etc., or a face of an irregular shape, such as an arbitrary shape customized according to terrain features, geographical boundaries, or based on specific application requirements. Regardless of its form, the face contour covers the entire area of ​​the area to be processed as much as possible.

[0117] Furthermore, the surface contour may be obtained in various ways.

[0118] For example, the surface contour can be determined by manual annotation. When a certain area needs to be processed, the area is surrounded by closed lines through manual annotation, and the area surrounded by the closed lines is the surface contour.

[0119] For another example, the surface contour can be obtained through geographic location information. Specifically, relevant geographic location data is obtained, which can come from satellite images, GPS devices, sensor networks or existing geographic databases. A predetermined algorithm or model is applied to analyze the collected data to identify the boundaries of the target area. For example, cluster analysis is used to find a group of location points with similar attributes to determine the area to be processed. The surface contour representing the area to be processed is automatically generated. This method can rely on vector data (such as polygons), raster data (such as image classification) or other spatial analysis techniques.

[0120] Figure 3 Schematic diagram of the surface profile of an embodiment of the present invention. Figure 3 In the map shown, the area enclosed by the solid line is the polygon outline.

[0121] Step S102: Obtain road network information.

[0122] In this embodiment, road network information is obtained, and the road network information includes road information, for example, the geographical coordinates (latitude and longitude) of the starting point, end point and intermediate point of the road, etc.; description of the linear characteristics of the road, such as straight segments, curve segments, etc.; the actual length of each road; the connection method between roads, that is, which roads intersect or connect at intersections; and the attributes of the road (internal road, external road, etc.).

[0123] Among them, internal roads refer to roads located in a specific area, mainly used to serve the area, such as roads located in business districts, residential areas, communities, parks, etc. External roads refer to roads located in the public domain, serving wider traffic between cities or regions. For example, city trunk roads, secondary roads, expressways, national roads, provincial roads, connecting roads between blocks, etc.

[0124] Step S103: Obtain candidate roads.

[0125] In this embodiment, candidate roads are acquired according to the face contour and road network information, and the candidate roads are roads covered by the face contour.

[0126] Step S104: Obtain the internal path.

[0127] In this embodiment, the attributes of each candidate road are determined, and the internal road is determined according to the attributes of each candidate road.

[0128] Specifically, the attributes of the candidate roads can be obtained based on the road network information.

[0129] Step S105: cluster the internal roads according to the connectivity of the roads to obtain connected roads.

[0130] In this embodiment, the actually existing traffic control points are obtained, and the internal roads are clustered according to the connectivity of the roads to obtain connected roads, wherein the connected roads are interrupted at the actually existing traffic control points. The actually existing traffic control points are traffic control points with physical hardware facilities, such as gates, automatic barriers, gates, etc.

[0131] Specifically, Figure 4 Schematic diagram of the internal circuit of an embodiment of the present invention. Figure 4 As shown, the internal roads include L1-L6. Among them, L2-L6 are connected to L1 respectively. Among them, there is an actual traffic control point G1 at the connection between L2 and L1, and there is an actual traffic control point G2 at the connection between L3 and L1. Therefore, the internal roads are clustered according to the connectivity of the roads to obtain connected roads, and the connected roads are interrupted at the actual traffic control points. The obtained connected roads are as follows Figure 5 As shown, there are three connecting roads, namely K1, K2 and K3.

[0132] Step S106: Determine sub-areas according to the connected roads.

[0133] In this embodiment, the area where the connecting road is located is determined as a sub-area. Thus, the area can be divided into multiple sub-areas.

[0134] Step S107: Obtain the convex hull corresponding to the sub-region.

[0135] In this embodiment, a point set Q is determined according to the connected roads corresponding to the sub-areas, and the point set Q includes multiple points, which may be the starting point, end point, middle point, etc. of the road in the road network information, or may be obtained by sampling the connected roads according to a predetermined sampling distance. The convex hull of the point set Q refers to a minimum convex polygon, satisfying that the points in the point set Q are either on the edge of the polygon or inside it.

[0136] Step S108: Determine the coverage ratio between the convex hull and the surface contour.

[0137] In this embodiment, the coverage ratio of the convex hull to the face contour is determined. Specifically, the area of ​​the overlapping region of the convex hull and the face contour is first determined as the overlapping area, and then the ratio of the overlapping area to the convex hull area is used as the coverage ratio. The larger the coverage ratio, the more overlapping parts of the convex hull and the face contour are.

[0138] Step S109: filter the sub-regions whose coverage ratio is less than or equal to a predetermined threshold.

[0139] In this embodiment, sub-regions whose coverage ratio is less than or equal to a predetermined threshold are filtered out, and the remaining sub-regions are valid sub-regions.

[0140] The predetermined threshold may be any value greater than 0 and less than 1, such as 0.7, 0.8, etc.

[0141] Step S110: Expand the surface contour outward to supplement the sub-region.

[0142] In this embodiment, when dividing the surface contour, it is possible that the surface contour cannot cover all the internal roads in the area to be processed. Therefore, the surface contour can be expanded outward to supplement the sub-area.

[0143] Specifically, the surface contour is expanded outward by a certain distance (for example, 30 meters, 50 meters, etc.), and it is detected whether there are internal roads belonging to the area to be processed in the expanded area. If so, they are added to the internal roads, and then steps S105-S109 are re-executed to obtain the sub-area.

[0144] The embodiment of the present invention can improve data density and prediction accuracy by performing connectivity aggregation on internal roads according to internal and external road attributes and surface contour attributes of the region, and aggregating single gate data into a group of gates that influence each other.

[0145] Figure 6 FIG. 1 is a flow chart of obtaining a traffic control point according to an embodiment of the present invention. Figure 6 As shown, obtaining the traffic control point includes the following steps:

[0146] Step S201: Acquire actually existing traffic control points.

[0147] In this embodiment, the actual access control points in the area to be processed are obtained. The actual access control points are access control points with physical hardware facilities, such as gates, automatic barriers, gates, etc. The actual access control points can be obtained based on road network information or other geographic information systems.

[0148] Step S202: Obtain overlapping points between the surface contour and the road.

[0149] In this embodiment, the overlapping point between the surface contour and the road is the overlapping point between the edge of the surface contour and the road.

[0150] Step S203: determine the actually existing traffic control point as the first candidate traffic control point.

[0151] In this embodiment, the actually existing traffic control point acquired in step S201 is determined as the first candidate traffic control point.

[0152] Step S204: In response to the presence of an actual access control point at the position of the overlapping point, the actual access control point is determined as a second candidate access control point corresponding to the overlapping point.

[0153] In this embodiment, when there is an actual access control point at the location of the overlapped point, the actual access control point is determined as the second candidate access control point corresponding to the overlapped point. The actual access control point at the location of the overlapped point can be an actual access control point and an overlapped point, or it can be understood that there is an actual access control point within a certain range (e.g., 3 meters, 5 meters, etc.) of the overlapped point.

[0154] Step S205: In response to the fact that there is an actual access control point at the topological position of the overlapping point, the actual access control point is determined as a third candidate access control point corresponding to the overlapping point.

[0155] In this embodiment, when there is an actual access control point at the topological position of the overlapping point, the actual access control point is determined as the third candidate access control point corresponding to the overlapping point. Specifically, the topological position of the overlapping point is the road where the overlapping point is located.

[0156] Step S206: In response to the fact that there is no actually existing access control point at the position of the overlapping point and the topological position of the overlapping point, determine the overlapping point as a fourth candidate access control point.

[0157] In this embodiment, when there is no actually existing access control point at the overlapping point position and the topological position of the overlapping point, the overlapping point is determined as the fourth candidate access control point.

[0158] At this time, the fourth candidate traffic control point is a virtual traffic control point, which is a traffic control point without physical hardware and can restrict traffic without relying on physical obstacles, for example, an intersection with artificial traffic control.

[0159] Step S207: Determine the traffic control point according to the first candidate traffic control point, the second candidate traffic control point, the third candidate traffic control point and the fourth candidate traffic control point.

[0160] In this embodiment, after the first candidate passage control point, the second candidate passage control point, the third candidate passage control point and the fourth candidate passage control point are obtained through steps S203-S206, these candidate passage control points may be repeated, and the repeated candidate passage control points are filtered out to obtain the passage control points.

[0161] Figure 7 Schematic diagram of a traffic control point in an embodiment of the present invention. Figure 7As shown, the dashed box C is the edge of the surface contour, the short thick line represents the actual traffic control point, and the circle is the overlap point between the surface contour and the road. Among them, the actual traffic control points include A1-A5, and the overlap points include B1-B4.

[0162] Through step S203, the first candidate traffic control points obtained are actually existing traffic control points, including A1, A2, A3, A4, and A5.

[0163] Through step S204, there is an actual access control point A2 at the position of the overlapping point B2, and there is an actual access control point A4 at the position of the overlapping point B3, and the first candidate access control points obtained include A2 and A4.

[0164] Through step S205, if there is an actual access control point A5 at the topological position of the overlapping point B4, the acquired third candidate access control point includes A5.

[0165] Through step S206, there is no actual access control point at the position of the overlapping point B1 and the topological position, and the fourth candidate access control point obtained includes B1.

[0166] Thus, all the candidate traffic control points obtained include (A1, A2, A3, A4, A5), (A2 and A4), (A5), (B1). After filtering out the repeated candidate traffic control points, the traffic control points obtained include A1, A2, A3, A4, A5, B1.

[0167] Step S208: Determine the type of each of the access control points.

[0168] In this embodiment, the type of each of the access control points is determined, and the types include external access control points and common access control points. The external access control point is a access control point between a sub-area and an external road, and the common access control point is a access control point between sub-areas.

[0169] That is to say, for each access control point, if the access control point connects the sub-area with the external road, the corresponding type is an external access control point; if the access control point connects the sub-area and the sub-area, the corresponding type is a shared access control point.

[0170] Figure 8 Schematic diagram of sub-areas and traffic control points in an embodiment of the present invention. Figure 8As shown, for the area to be processed in the dotted box C, after division, three sub-areas D1-D3 are obtained. At the same time, six traffic control points A1, A2, A3, A4, A5, B1 are obtained. Assume that the other ends of A2, A4, A5, B1 are connected to external roads. At this time, the types of A2, A4, A5, B1 are external traffic control points. A1 connects sub-area D1 and sub-area D2, so the type of A1 is a shared traffic control point. A3 connects sub-area D1 and sub-area D3, so the type of A3 is a shared traffic control point.

[0171] Step S209: Determine and obtain at least one sub-region set.

[0172] In this embodiment, the sub-region set includes multiple sub-regions, and there is an overlapping relationship between the multiple sub-regions. The overlapping relationship means that there is a common access control point between two sub-regions. The overlapping relationship between multiple sub-regions in the sub-region set means that for any sub-region in the sub-region set, there is at least one other sub-region in the sub-region set that has an overlapping relationship with the sub-region. For example, assuming that there are N sub-regions in the sub-region set, for the i-th sub-region E i , there is at least one sub-region E j , subregion E i With sub-area E j There is a nested relationship between them. Among them, i = 1, 2, ..., N; j = 1, 2, ..., N; and i ≠ j.

[0173] by Figure 8 For example, among the three sub-areas D1-D3, D1 and D2 have a common access control point A1, and D1 and D3 have a common access control point A3. Therefore, it can be divided into two sub-area sets, namely {D1, D2} and {D1, D3}.

[0174] Step S210: Determine a combination of access control points corresponding to each sub-area according to the sub-area set and the access control points.

[0175] In this embodiment, a pass control point combination corresponding to each sub-region is determined according to the sub-region set and the pass control point, and the pass control point combination includes at least one pass control point. That is, each sub-region corresponds to a pass control point combination. Specifically, for the pass control point combination corresponding to each sub-region, a pass control point directly connected to the sub-region is selected, and a pass control point that cannot enter the sub-region from the outside is deleted to obtain the pass control point combination.

[0176] Furthermore, the embodiment of the present invention divides the sub-area set into two types according to the different types of overlapping relationships between multiple sub-areas in the sub-area set. The first type is a sub-area in which there is at least one sub-area in which all the access control points are common access control points; the second type is a sub-area in which there is no sub-area in which all the access control points are common access control points.

[0177] Fig. 9 is a schematic diagram of a first example of a sub-area set and a traffic control point according to an embodiment of the present invention. Fig. 9 In the illustrated embodiment, the sub-area set includes sub-areas H11 and H12. Sub-area H11 includes a traffic control point F11; sub-area H12 includes traffic control points F12 and F13. The traffic control points indicated by dashed circles are external traffic control points, and the traffic control points indicated by solid circles are shared traffic control points.

[0178] For sub-area H11, the only directly connected access control point is F11, and sub-area H11 can be entered from the outside via F11. Therefore, the access control point combination corresponding to sub-area H11 is (F11). Among them, the path to enter sub-area H11 from the outside via F11 can be to enter sub-area H12 from F12, and then enter sub-area H11 via F11; it can also be to enter sub-area H12 from F13, and then enter sub-area H11 via F11.

[0179] For sub-area H12, the directly connected access control points are F11, F12, and F13, among which access control points F12 and F13 directly enter sub-area H12 from the outside. However, since sub-area H12 cannot be entered from the outside via F11, the access control point combination corresponding to sub-area H12 is (F12, F13).

[0180] Fig.10 FIG. 1 is a schematic diagram of a second example of a sub-area set and a traffic control point according to an embodiment of the present invention. Fig.10 In the illustrated embodiment, the sub-area set includes sub-areas H21 and H22. Sub-area H21 includes a traffic control point F21; sub-area H22 includes traffic control points F22 and F23. The traffic control points indicated by dashed circles are external traffic control points, and the traffic control points indicated by solid circles are shared traffic control points.

[0181] For sub-area H21, the only directly connected access control point is F21, and sub-area H21 can be entered from the outside via F21. Therefore, the access control point combination corresponding to sub-area H21 is (F21). Among them, the path to enter sub-area H21 from the outside via F21 can be to enter sub-area H22 from F22, and then enter sub-area H21 via F21; or to enter sub-area H22 from F23, and then enter sub-area H21 via F21.

[0182] For sub-area H22, the directly connected access control points are F21, F22, and F23, among which access control points F22 and F23 directly enter sub-area H22 from the outside. However, since sub-area H22 cannot be entered from the outside via F21, the access control point combination corresponding to sub-area H22 is (F22, F23).

[0183] Fig.11 FIG. 1 is a schematic diagram of a third example of a sub-area set and a traffic control point according to an embodiment of the present invention. Fig.11 In the illustrated embodiment, the sub-area set includes sub-areas H31, H32, and H33. Among them, sub-area H31 includes access control points F31 and F32; sub-area H32 includes access control points F32 and F33; sub-area H33 includes access control point F31. Among them, the access control points shown in the dotted circle are external access control points, and the access control points shown in the solid circle are shared access control points.

[0184] For sub-area H31, the directly connected access control points are F31 and F32. Among them, sub-area H31 can be entered from the outside via F32. For example, the path to enter sub-area H31 from the outside via F32 can be to enter sub-area H32 from F33 and then enter sub-area H31 via F32. However, since sub-area H31 cannot be entered from the outside via F31, the access control point combination corresponding to sub-area H31 is (F32).

[0185] For sub-area H32, the directly connected access control points are F32 and F33, wherein sub-area H32 can be entered from the outside via F33, but since sub-area H32 cannot be entered from the outside via F32, the access control point combination corresponding to sub-area H32 is (F33).

[0186] For sub-area H33, the only directly connected access control point is F31, wherein sub-area H33 can be entered from the outside via F31. For example, the path to enter sub-area H33 from the outside via F31 can be to enter sub-area H32 from F33, then enter sub-area H31 via F32, and then enter sub-area H33 via F31. Therefore, the access control point combination corresponding to sub-area H33 is (F31).

[0187] Fig.12 FIG. 4 is a schematic diagram of a fourth example of a sub-area set and a traffic control point according to an embodiment of the present invention. Fig.12 In the illustrated embodiment, the sub-area set includes sub-areas H41 and H42. Sub-area H41 includes access control points F41, F42, and F43; sub-area H42 includes access control points F43 and F44. Access control points indicated by dashed circles are external access control points, and access control points indicated by solid circles are shared access control points.

[0188] For the sub-area H41, F41, F42 and F43 can all enter the sub-area H41 from the outside, so the passage control point combination corresponding to the sub-area H41 is (F41, F42, F43).

[0189] For sub-area H42, both F43 and F44 can enter sub-area H42 from the outside, so the passage control point combination corresponding to sub-area H42 is (F43, F44).

[0190] Fig.13 FIG. 5 is a schematic diagram of a fifth example of a sub-area set and a traffic control point according to an embodiment of the present invention. Fig.13 In the illustrated embodiment, the sub-area set includes sub-areas H51, H52, and H53. Among them, sub-area H51 includes access control points F52, F53, and F54; sub-area H52 includes access control points F54 and F55; and sub-area H53 includes access control points F51 and F52. Among them, the access control points shown in the dotted circle are external access control points, and the access control points shown in the solid circle are shared access control points.

[0191] For sub-area H51, F52, F53 and F54 can all enter sub-area H51 from the outside, so the access control point combination corresponding to sub-area H51 is (F52, F53, F54).

[0192] For sub-area H52, both F54 and F55 can enter sub-area H52 from the outside, so the access control point combination corresponding to sub-area H52 is (F54, F55).

[0193] For sub-area H53, both F51 and F52 can enter sub-area H53 from the outside, so the access control point combination corresponding to sub-area H53 is (F51, F52).

[0194] In this way, the combination of access control points for each sub-area can be obtained.

[0195] The embodiment of the present invention aims to solve the problem of difficulty in using a group of doors in a complex scene with multiple nested surfaces in reality. Through the definition and division method of shared access control points, the complexity of the face-within-face in a general scene can be effectively reduced to a simple scene, and then the complex usage relationship of the face-within-face is expressed by connecting multiple mutually exclusive sub-areas.

[0196] Fig.14 FIG. 1 is a flow chart of a path planning method according to an embodiment of the present invention. Figure 3 As shown, the path planning method of the embodiment of the present invention includes the following steps:

[0197] Step S310: Obtain a path planning request.

[0198] In this embodiment, the server obtains a route planning request sent by the passenger terminal, and the route planning request includes the passenger's location point, and the location point includes a starting point and / or an end point. Among them, the starting point can be obtained by text entered by the passenger, map selection, or positioning function. The end point can be obtained by text entered by the passenger, map selection. After the order is successfully placed, the driver needs to pick up the passenger at the passenger's starting point and then send the passenger to the end point. The embodiment of the present invention needs to determine where the driver picks up the passenger based on the starting point and the end point. Therefore, the processing process of the starting point and the end point is similar. The embodiment of the present invention uses the starting point and the end point as location points. The following is the processing flow for the location point, and the location point can be the starting point or the end point.

[0199] Step S320: determine a target sub-region according to the position point.

[0200] In this embodiment, the sub-region where the position point is located is determined as the target sub-region.

[0201] Step S330: Obtain historical orders corresponding to the target sub-region.

[0202] In this embodiment, historical orders of the location point in the target sub-area are obtained.

[0203] The historical orders may be historical orders within a predetermined period of time before the current moment, for example, the predetermined period of time may be 7 days, 14 days, 30 days, etc.

[0204] Step S340: Obtain route planning information according to the order behavior of the historical order.

[0205] In this embodiment, the order behavior is the behavior of the historical order for the traffic control points related to the target sub-area, and the path planning information includes recommended stop locations and / or recommended traffic control points.

[0206] Fig.15 FIG. 1 is a flow chart of obtaining path planning information according to an embodiment of the present invention. Fig.15As shown, obtaining the path planning information according to the order behavior of the historical order includes the following steps:

[0207] Step S341: Determine a target traffic control point combination corresponding to the target sub-area.

[0208] In this embodiment, the traffic control point combination corresponding to the sub-region is obtained through the above step S210, and after the target sub-region is determined, the target traffic control point combination corresponding to the target sub-region is determined.

[0209] Step S342: Determine the order behavior of each target access control point in the target access control point combination.

[0210] In this embodiment, Fig.13 For example, assuming that the target sub-area is H51, the corresponding target access control point combination is (F52, F53, F54). Correspondingly, the target access control points are F52, F53, and F54, and the order behavior of each target access control point is determined. The order behavior is the behavior of the historical order for the access control point related to the target sub-area.

[0211] The order behavior includes at least one of a first behavior, a second behavior, a third behavior and a fourth behavior.

[0212] The first behavior is an order behavior where the actual travel control point is the planned travel control point. Fig.13 For example, assuming that the target sub-area is H51, the corresponding target traffic control point combination is (F52, F53, F54). Correspondingly, the target traffic control points are F52, F53, and F54, and the order behavior of each target traffic control point is determined. If the planned path of the historical order is to enter the target sub-area from the target traffic control point F53, and the actual path of the driver is the same as the planned path, then the order behavior corresponding to the historical order is the first behavior.

[0213] The second behavior is the order behavior of early docking. Fig.13 For example, assuming that the target sub-area is H51, the corresponding target traffic control point combination is (F52, F53, F54). Correspondingly, the target traffic control points are F52, F53, and F54, and the order behavior of each target traffic control point is determined. If the planned path of the historical order is to enter the target sub-area from the target traffic control point F53, but the driver stops outside the target sub-area H51, then the order behavior corresponding to the historical order is the second behavior.

[0214] The third behavior is the order behavior of successfully entering the target sub-area after changing the passage control point. Fig.13For example, assuming that the target sub-area is H51, the corresponding target traffic control point combination is (F52, F53, F54). Correspondingly, the target traffic control points are F52, F53, and F54, and the order behavior of each target traffic control point is determined. If the planned path of the historical order is to enter the target sub-area from the target traffic control point F53, but the driver fails to successfully enter the target sub-area after driving to F53, and then changes to enter the target sub-area H51 via F55 and F54 in sequence, then the order behavior corresponding to the historical order is the third behavior.

[0215] The fourth behavior is the order behavior of failing to successfully enter the target sub-area after changing the access control point. Fig.13 For example, assuming that the target sub-area is H51, the corresponding target traffic control point combination is (F52, F53, F54). Correspondingly, the target traffic control points are F52, F53, and F54, and the order behavior of each target traffic control point is determined. If the planned path of the historical order is to enter the target sub-area from the target traffic control point F53, but the driver fails to successfully enter the target sub-area after driving to F53, and then changes to enter the sub-area H52 from F55, but fails to enter the target sub-area H51 through F54, then the order behavior corresponding to the historical order is the fourth behavior.

[0216] Step S342: Determine the path planning information according to the order behavior.

[0217] In this embodiment, the path planning information is determined according to the order behavior of the historical orders.

[0218] Specifically, Fig.16 FIG. 1 is a flow chart of determining path planning information according to order behavior according to an embodiment of the present invention. Fig.16 As shown, determining the path planning information according to the order behavior of the historical orders includes the following steps:

[0219] Step S341: Among the target access control points in the target access control point combination, the target access control point with the highest proportion in the first line is selected as the recommended access control point.

[0220] In this embodiment, if the first behavior accounts for a large proportion in the historical orders, the target access control point with a high proportion of the first behavior is selected as the recommended access control point. Fig.13Take an example to illustrate, assuming that the target sub-area is H51, the corresponding target access control point combination is (F52, F53, F54). Correspondingly, the target access control points are F52, F53, and F54, and the proportion of the first behavior in the historical orders in F52, F53, and F54 are calculated respectively, and the target access control point with a higher proportion of the first behavior is selected as the recommended access control point. Among them, the target access control point with a higher proportion of the first behavior can be a target access control point whose proportion of the first behavior is greater than a predetermined ratio. If there are multiple target access control points with a higher proportion of the first behavior, the target access control point with the highest proportion is selected as the recommended access control point.

[0221] Step S342: In response to a high proportion of the second behavior and / or the fourth behavior of each target traffic control point in the target traffic control point combination, determining that the recommended stop position is outside the target sub-area.

[0222] In this embodiment, among the target access control points in the target access control point combination, if the proportion of the second behavior and / or the fourth behavior of each target access control point is high, it means that the order behavior of failing to successfully enter the target sub-area after early parking or changing the access control point is relatively high, indicating that entering the target sub-area is difficult, and the recommended parking position is determined to be outside the target sub-area.

[0223] Step S343: among the target access control points in the target access control point combination, determine the target access control point with the third line satisfying a predetermined condition as the access control point.

[0224] In this embodiment, the third behavior is the target traffic control point that meets the predetermined condition when the third behavior has a high proportion in the recent M orders. For example, if there is a consistent third behavior in the most recent 5 orders, the target traffic control point after the third behavior is replaced will be determined as the recommended traffic control point in the next planning.

[0225] The embodiment of the present invention is based on a method for dividing a regional gating structure based on regional contour surfaces and internal road connectivity. Aiming at the complex scenario of face-to-face in real areas, the division logic of common gates is defined to effectively reduce the complexity of the linkage of multiple groups of gates in face-to-face scenarios. On the basis of the regional gating structure, the orders for boarding and alighting points inside or at the border of the area are classified and counted to effectively describe whether the access control is passable. The classification criteria are based on the distinction between planning and actual situations. According to the orders associated with the area where the boarding and alighting points are located, the planned gates are recommended based on the behavior of their long / short-term historical orders during the same period.

[0226] The embodiment of the present invention determines the target sub-area according to the position point in the path planning request after obtaining the path planning request, determines the recommended stop position and / or the recommended traffic control point according to the order behavior of the historical orders of the traffic control point related to the target sub-area, and then obtains the path planning information. In this way, the accuracy of the analysis results of the access control system structure and traffic rules can be improved, and the accuracy of the planned path can be improved.

[0227] Fig.17 Schematic diagram of a path planning device according to an embodiment of the present invention. Fig.17 As shown, the path planning device of the embodiment of the present invention includes a request acquisition unit 171, a target sub-area determination unit 172, a history order acquisition unit 173 and a planning information acquisition unit 174. Among them, the request acquisition unit 171 is used to obtain a path planning request, and the path planning request includes a passenger's location point, and the location point includes a starting point and an end point. The target sub-area determination unit 172 is used to determine the target sub-area according to the location point. The history order acquisition unit 173 is used to obtain the history orders corresponding to the target sub-area. The planning information acquisition unit 174 is used to obtain path planning information according to the order behavior of the history order, and the order behavior is the behavior of the history order for the traffic control point related to the target sub-area, and the path planning information includes recommended stop positions and / or recommended traffic control points.

[0228] The embodiment of the present invention determines the target sub-area according to the position point in the path planning request after obtaining the path planning request, determines the recommended stop position and / or the recommended traffic control point according to the order behavior of the historical orders of the traffic control point related to the target sub-area, and then obtains the path planning information. In this way, the accuracy of the analysis results of the access control system structure and traffic rules can be improved, and the accuracy of the planned path can be improved.

[0229] Fig.18 Schematic diagram of an electronic device according to an embodiment of the present invention. Fig.18 As shown, Fig.18The electronic device shown is a general data processing device, which includes a general computer hardware structure, which includes at least a processor 181 and a memory 182. The processor 181 and the memory 182 are connected via a bus 183. The memory 182 is suitable for storing instructions or programs executable by the processor 181. The processor 181 can be an independent microprocessor or a collection of one or more microprocessors. Thus, the processor 181 executes the instructions stored in the memory 182, thereby executing the method flow of the embodiment of the present invention as described above to realize the processing of data and the control of other devices. The bus 183 connects the above-mentioned multiple components together, and at the same time connects the above-mentioned components to the display controller 184 and the display device and the input / output (I / O) device 185. The input / output (I / O) device 185 can be a mouse, a keyboard, a modem, a network interface, a touch input device, a somatosensory input device, a printer, and other devices known in the art. Typically, the input / output device 185 is connected to the system through an input / output (I / O) controller 186.

[0230] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, devices (equipment) or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment or an embodiment combining software and hardware. Moreover, the present application may adopt a computer program product implemented on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0231] The present application is described with reference to flowcharts of methods, apparatuses (devices) and computer program products according to embodiments of the present application. It should be understood that each process in the flowchart can be implemented by computer program instructions.

[0232] These computer program instructions may be stored in a computer readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture including an instruction device that implements the process Figure 1 A function specified in a process or multiple processes.

[0233] These computer program instructions may also be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device produce the instructions for implementing the process Figure 1 A device that specifies functions in a process or multiple processes.

[0234] Another embodiment of the present invention relates to a non-volatile storage medium for storing a computer-readable program, wherein the computer-readable program is used for a computer to execute part or all of the above method embodiments.

[0235] That is, those skilled in the art can understand that all or part of the steps in the above-mentioned embodiment method can be completed by specifying relevant hardware through a program, and the program is stored in a storage medium, including several instructions for a device (which can be a single-chip microcomputer, chip, etc.) or a processor (processor) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0236] The above description is only a preferred embodiment of the present application and is not intended to limit the present application. For those skilled in the art, the present application may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A path planning method, characterized in that: The method comprises: Obtaining a route planning request, wherein the route planning request includes a passenger's location point, wherein the location point includes a starting point and / or an end point; Determine a target sub-region according to the position point; Obtain historical orders corresponding to the target sub-region; Path planning information is obtained according to the order behavior of the historical order, wherein the order behavior is the behavior of the historical order for the traffic control points related to the target sub-area, and the path planning information includes recommended stop locations and / or recommended traffic control points.

2. The method according to claim 1, characterized in that The method further comprises: Get the pre-divided sub-areas and access control points.

3. The method according to claim 2, characterized in that The obtaining of the pre-divided sub-areas and traffic control points includes: Obtain pre-divided surface contours and road network information; Acquire internal roads according to the surface contour and road network information, wherein the internal roads are roads within a region, and the region is a region within the surface contour; Sub-areas and traffic control points are acquired according to the internal road.

4. The method according to claim 3, characterized in that: The obtaining of the internal road according to the surface contour and the road network information comprises: Acquire candidate roads according to the surface contour and road network information, wherein the candidate roads are roads covered by the surface contour; Determining the attributes of each of the candidate roads; The internal road is determined according to the attribute of each of the candidate roads.

5. The method according to claim 3, characterized in that: The acquiring of the sub-area and the traffic control point of the sub-area according to the internal road comprises: Obtain the actual existing passage control points; Clustering the internal roads according to road connectivity to obtain connected roads, wherein the connected roads are interrupted at the actually existing traffic control points; The sub-area is determined according to the connected roads.

6. The method according to claim 5, characterized in that The acquiring of the sub-area and the traffic control point of the sub-area according to the internal road further comprises: Obtain the convex hull corresponding to the sub-region; Determine the coverage ratio of the convex hull to the surface contour, where the coverage ratio is the ratio of the overlapping area of ​​the convex hull and the surface contour to the area of ​​the convex hull; The sub-regions whose coverage ratio is less than or equal to a predetermined threshold are filtered.

7. The method according to claim 5, characterized in that The acquiring of the sub-area and the traffic control point of the sub-area according to the internal road further comprises: Obtaining overlapping points between the surface contour and the road; Determine the actually existing access control point as a first candidate access control point; In response to an actual passage control point existing at the position of the overlapping point, determining the actual passage control point as a second candidate passage control point corresponding to the overlapping point; In response to an actual access control point existing at the topological position of the overlapping point, determining the actual access control point as a third candidate access control point corresponding to the overlapping point; In response to the absence of an actually existing access control point at the position of the overlapping point and the topological position of the overlapping point, determining the overlapping point as a fourth candidate access control point; The passage control point is determined according to the first candidate passage control point, the second candidate passage control point, the third candidate passage control point and the fourth candidate passage control point.

8. The method according to claim 2, characterized in that: The method further comprises: Determine the type of each of the access control points, the types including external access control points and common access control points, the external access control points are access control points between the sub-areas and external roads, and the common access control points are access control points between sub-areas; Acquire at least one sub-region set, wherein the sub-region set includes a plurality of sub-regions, and there is an overlapping relationship between the plurality of sub-regions; A traffic control point combination corresponding to each sub-area is determined according to the sub-area set and the traffic control point, and the traffic control point combination includes at least one traffic control point.

9. The method according to claim 8, characterized in that The acquiring of the path planning information according to the order behavior of the historical order includes: Determine a target traffic control point combination corresponding to the target sub-area; Determining order behavior of each target access control point in the target access control point combination; The path planning information is determined according to the order behavior.

10. The method according to claim 9, characterized in that The order behavior includes at least one of a first behavior, a second behavior, a third behavior, and a fourth behavior; The first behavior is an order behavior in which the actual travel control point is the planned travel control point; The second behavior is an early docking order behavior; The third behavior is an order behavior of successfully entering the target sub-area after changing the passage control point; The fourth behavior is the order behavior of failing to successfully enter the target sub-area after changing the passage control point.

11. The method according to claim 10, characterized in that Determining the path planning information according to the order behavior includes: Among the target access control points in the target access control point combination, the target access control point with the highest proportion in the first line is selected as the recommended access control point.

12. The method according to claim 10, characterized in that Determining the path planning information according to the order behavior includes: In response to a high proportion of the second behavior and / or the fourth behavior at each target traffic control point in the target traffic control point combination, it is determined that the recommended stop position is outside the target sub-area.

13. The method according to claim 10, characterized in that Determining the path planning information according to the order behavior includes: Among the target access control points in the target access control point combination, the target access control point with the third line satisfying a predetermined condition is determined as the access control point.

14. A path planning device, characterized in that: The device comprises: A request acquisition unit, configured to acquire a route planning request, wherein the route planning request includes a passenger's location point, wherein the location point includes a starting point and an end point; a target sub-region determining unit, configured to determine the target sub-region according to the position point; A historical order acquisition unit, used to acquire historical orders corresponding to the target sub-area; A planning information acquisition unit is used to acquire path planning information based on the order behavior of the historical order, wherein the order behavior is the behavior of the historical order for the traffic control points related to the target sub-area, and the path planning information includes recommended stop locations and / or recommended traffic control points.

15. An electronic device comprising a memory and a processor, characterized in that: The memory is used to store one or more computer program instructions, wherein the one or more computer program instructions are executed by the processor to implement the method according to any one of claims 1-13.

16. A computer program product, comprising a computer program, characterized in that: When the computer program is executed on a computer, the computer executes the method according to any one of claims 1 to 13.

17. A computer-readable storage medium storing computer program instructions, characterized in that: The computer program instructions, when executed by a processor, implement the method according to any one of claims 1 to 13.

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