Path planning method and device

Abstract

Embodiments of the present application disclose a path planning method and device. After obtaining a path planning request, a target sub-region is determined according to a position point in the path planning request, a recommended stop position and / or a recommended traffic control point are determined according to order behaviors of historical orders of a traffic control point 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 rules can be improved, and then the accuracy of the planned path is improved.

Description

Technical Field

[0001] This invention relates to the field of Internet technology, and in particular to a path planning method and apparatus. Background Technology

[0002] With the continuous advancement of internet technology, ride-hailing services have played a significant role in improving urban traffic efficiency and enhancing travel convenience. However, achieving accurate pick-up and drop-off becomes a major challenge when passenger pick-up and drop-off points are located in complex enclosed or semi-enclosed areas. An ideal pick-up and drop-off solution should minimize passenger walking distance while ensuring drivers can easily enter the area to pick up passengers. This relies on accurately understanding the access control system structure and traffic rules within these areas.

[0003] In existing technologies, access control system structure and access rules are typically obtained by fusing data from multiple data sources (such as location information, cameras, and social media). However, due to severe data gaps, the accuracy of the analysis results regarding access control system structure and access rules is low, which in turn leads to low accuracy in route planning. Summary of the Invention

[0004] In view of this, the purpose of this invention is to provide a path planning method and apparatus that can improve the accuracy of the analysis results of the access control system structure and access rules, thereby improving the accuracy of the planned path.

[0005] In a first aspect, embodiments of the present invention provide a path planning method, the method comprising:

[0006] Obtain a route planning request, the route planning request including the passenger's location points, the location points including a start point and an end point;

[0007] Determine the target sub-region based on the location points;

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

[0009] Route planning information is obtained based on the order behavior of the historical orders. The order behavior refers to the behavior of the historical orders towards the access control points related to the target sub-area. The route planning information includes recommended stopping locations and / or recommended access control points.

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

[0011] Obtain pre-defined sub-regions and access control points.

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

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

[0014] Internal roads are obtained based on the surface contour and road network information. The internal roads are roads within the region, and the region is the region within the surface contour.

[0015] The sub-regions and access control points are obtained based on the internal roads.

[0016] In some embodiments, obtaining the internal road network based on the surface profile and road network information includes:

[0017] Candidate roads are obtained based on the surface contour and road network information, wherein the candidate roads are those covered by the surface contour.

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

[0019] The internal road is determined based on the attributes of each candidate road.

[0020] In some embodiments, obtaining the sub-region and the access control point of the sub-region based on the internal road includes:

[0021] Obtain the actual existing access control points;

[0022] The internal roads are clustered based on their connectivity to obtain connected roads, wherein the connected roads are interrupted at the actual traffic control points.

[0023] The sub-region is determined based on the connecting roads.

[0024] In some embodiments, obtaining the sub-region and the access control point of the sub-region based on the internal road further includes:

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

[0026] Determine the coverage ratio between the convex hull and the surface contour, wherein 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] Filter out sub-regions with a coverage ratio less than or equal to a predetermined threshold.

[0028] In some embodiments, obtaining the sub-region and the access control point of the sub-region based on the internal road further includes:

[0029] Obtain the overlap point between the surface contour and the road;

[0030] The existing access control points are identified as the first candidate access control points;

[0031] In response to the existence of a passage control point at the location of the cover point, the existing passage control point is determined as the second candidate passage control point corresponding to the cover point;

[0032] In response to the existence of a traffic control point at the topological location of the overlay point, the existing traffic control point is determined as the third candidate traffic control point corresponding to the overlay point;

[0033] In response to the absence of a valid access control point at the location of the capping point and at the topological location of the capping point, the capping point is determined as the fourth candidate access control point.

[0034] The passage control point is determined based on 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 includes:

[0036] The type of each of the aforementioned traffic control points is determined, and the types include external traffic control points and shared traffic control points. The external traffic control points are traffic control points between sub-areas and external roads, and the shared traffic control points are traffic control points between sub-areas.

[0037] Obtain at least one set of sub-regions, wherein the set of sub-regions includes multiple sub-regions and there is a nested relationship between the multiple sub-regions;

[0038] Based on the set of sub-regions and the access control points, a combination of access control points corresponding to each sub-region is determined, wherein the combination of access control points includes at least one access control point.

[0039] In some embodiments, obtaining route planning information based on the order behavior of the historical orders includes:

[0040] Determine the combination of target access control points corresponding to the target sub-region;

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

[0042] The route planning information is determined based on the order behavior.

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

[0044] The first behavior is an order behavior where the actual traffic control point is the planned traffic control point.

[0045] The second action is an order that stops early;

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

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

[0048] In some embodiments, determining the route planning information based on the order behavior includes:

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

[0050] In some embodiments, determining the route planning information based on the order behavior includes:

[0051] In the target access control point combination, if the proportion of the second and / or fourth actions in response to each target access control point is high, the recommended parking location is determined to be outside the target sub-area.

[0052] In some embodiments, determining the route planning information based on the order behavior includes:

[0053] In the target access control point combination, the third row of target access control points that meet predetermined conditions are determined as the access control points.

[0054] Secondly, embodiments of the present invention provide a path planning device, the device comprising:

[0055] A request acquisition unit is used to acquire a route planning request, wherein the route planning request includes the passenger's location points, and the location points include a start point and an end point;

[0056] A target sub-region determination unit is used to determine a target sub-region based on the location point;

[0057] The historical order acquisition unit is used to acquire the historical orders corresponding to the target sub-region;

[0058] The planning information acquisition unit is used to acquire route planning information based on the order behavior of the historical orders. The order behavior refers to the behavior of the historical orders towards the access control points related to the target sub-area. The route planning information includes recommended stopping locations and / or recommended access control points.

[0059] Thirdly, embodiments of the present invention provide an electronic device, including 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 as described in the first aspect.

[0060] Fourthly, embodiments of the present invention provide a computer program product comprising a computer program, wherein when the computer program is run on a computer, the computer executes the method described in the first aspect above.

[0061] Fifthly, embodiments of the present invention provide a computer-readable storage medium having computer program instructions stored thereon, which, when executed by a processor, implement the method described in the first aspect.

[0062] The technical solution of this invention, after obtaining a path planning request, determines a target sub-region based on the location points in the request, and then determines recommended stopping locations and / or recommended access control points based on the historical order behavior of access control points related to the target sub-region, thereby obtaining path planning information. This improves the accuracy of the analysis results of the access control system structure and access rules, thus enhancing the accuracy of the planned path. Attached Figure Description

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

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

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

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

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

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

[0069] Figure 6 This is a flowchart of obtaining access control points according to an embodiment of the present invention;

[0070] Figure 7 This is a schematic diagram of the access control point according to an embodiment of the present invention;

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

[0072] Figure 9 This is a schematic diagram of a first example of a set of sub-regions and access control points according to an embodiment of the present invention;

[0073] Figure 10This is a schematic diagram of a second example of a set of sub-regions and access control points according to an embodiment of the present invention;

[0074] Figure 11 This is a schematic diagram of a third example of the sub-region set and access control points in this embodiment of the invention.

[0075] Figure 12 This is a schematic diagram of a fourth example of the sub-region set and access control points in an embodiment of the present invention;

[0076] Figure 13 This is a schematic diagram of the fifth example of the sub-region set and access control points in an embodiment of the present invention;

[0077] Figure 14 This is a flowchart of the path planning method according to an embodiment of the present invention;

[0078] Figure 15 This is a flowchart illustrating the process of obtaining path planning information according to an embodiment of the present invention;

[0079] Figure 16 This is a flowchart illustrating the process of determining route planning information based on order behavior according to an embodiment of the present invention;

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

[0081] Figure 18 This is a schematic diagram of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0082] The present application is described below based on embodiments, but it is not limited to these embodiments. In the detailed description of the present application below, certain specific details are described in detail. Those skilled in the art can fully understand the present application without these details. To avoid obscuring the substance of the present application, well-known methods, processes, flows, elements, and circuits are not described in detail.

[0083] Furthermore, those skilled in the art should understand that the accompanying drawings provided herein are for illustrative purposes only and are not necessarily drawn to scale.

[0084] Unless the context explicitly requires it, words such as "including" or "contains" throughout the application should be interpreted as including rather than exclusive or exhaustive; that is, meaning "including but not limited to".

[0085] In the description of this application, it should be understood that the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, in the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0086] The solutions described in this specification and embodiments, if involving the processing of personal information, will be processed only under the premise of having a legal basis (such as obtaining the consent of the personal information subject, or being necessary for the performance of a contract), and will only be processed within the scope stipulated or agreed upon. A user's refusal to process personal information beyond what is necessary for basic functions will not affect the user's use of basic functions.

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

[0088] Open / Closed Status: This 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 system.

[0090] Maintenance / Fault Status: The access control system is undergoing maintenance or is malfunctioning and unable to function properly.

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

[0092] Usage Frequency / Congestion Status: Monitor the usage frequency and congestion status of access control points in order to optimize crowd management.

[0093] Ride-hailing services have become a common mode of transportation. With the development of ride-hailing technology and product optimization, improving the passenger experience through precise pick-up and drop-off has become a key technological pursuit for many ride-hailing platforms. When passengers place an order on a ride-hailing platform, the pick-up or drop-off point might be, for example, a specific residential area or park. Generally, these locations are not precise coordinates on a map, but rather a range of areas. This area might encompass multiple buildings or a large park, and the passenger's location could be anywhere within that area. The challenge lies in recommending the optimal pick-up point based on the passenger's specific location and the area it covers, allowing the passenger to reach the pick-up point and meet the driver with minimal walking distance. Ideally, passengers should walk less and drivers should cover more distance. However, in reality, most areas have complex gate systems and internal roads with varying paving conditions. Drivers need to pass through specific gates to enter the area and then travel a distance on the internal roads to reach the passenger. Therefore, understanding the structure of the gate system, its capacity, and the traffic quality of the internal roads is crucial to deciding whether to have the driver pick up passengers within the area or recommend that passengers walk out of the area to other suggested pick-up and drop-off points. This process involves two parts: an area gate status recognition system and automated intervention for access control status.

[0094] The area access control status recognition system includes acquiring gate access attributes, area access control relationships, and access status prediction.

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

[0096] Regional gating relationships: Define the set of gating points on the regional boundary, including their names and spatial locations, and describe the road network within the region.

[0097] Traffic status prediction: Assess the passage capacity of the gate, such as closed passage, conditional passage, or time-limited passage.

[0098] Automated intervention for access control status: When a passenger's origin is within the area and they board the bus, should the passenger be advised to exit the area? If so, which gate should they exit through? When a passenger's destination is within the area, should the driver be advised to enter through which gate or should the passenger be advised to disembark near which gate?

[0099] Existing technologies suffer from severe deficiencies in relevant basic data for specific areas, and the complexity of multi-door scenarios within these areas leads to low accuracy in access control status recognition. Effectively predicting traffic conditions requires acquiring a large amount of high-quality real-time data, including vehicle location, speed, road conditions, weather conditions, and event information (such as traffic accidents and construction). The technical challenge lies in designing efficient sensor networks, utilizing IoT technology, and fusing data from multiple data sources (such as location information, cameras, and social media) to ensure data comprehensiveness, accuracy, and real-time performance. However, existing access control status prediction technologies face problems such as missing basic data, sparse high-accuracy data, poor data quality, and high real-world complexity, making it increasingly difficult to adapt general traffic condition prediction methods to access control problems.

[0100] Basic data gaps: In general-purpose data sets, the high cost of acquiring regional data leads to significant data gaps. Furthermore, with the widespread adoption of hardware technology in recent years, the number and control capabilities of real-world gate control systems have greatly improved, resulting in severe gaps in gate control data. For ride-hailing platforms, the lack of gate control data, especially access control data, leads to unreachable planned routes, resulting in detours, order cancellations, and early terminations—a persistent challenge for driver and passenger experiences.

[0101] High-precision data is sparse: The gate control and internal road systems within a region differ significantly from those of external public roads and intersections. The number of users within a region is far lower than outside, resulting in sparse and discrete data. Commonly used methods such as group behavior-based data statistics and density distribution are difficult to apply to data mining within these regions. Furthermore, in areas like residential and office areas, due to ownership issues and high privacy requirements, access control is more customized, leading to a scarcity of high-precision data such as images and publicly available information. This further complicates data mining and judgment, making it difficult to make informed decisions even with human review.

[0102] Poor data quality: Due to the special location of the access control system, vehicles are usually at low speed when passing through the access control location, which leads to large calculation errors in point speed, point direction, etc. In addition, the area also faces problems such as poor GPS (Global Positioning System) signal, which makes the reliability of single trajectory point features worse.

[0103] The reality is complex: multiple regions may be nested, making it difficult to apply a set of doors.

[0104] Moreover, the access control system is affected by a variety of factors, making real-time updates difficult and resulting in poor timeliness.

[0105] To address the aforementioned issues, embodiments of the present invention provide a path planning method that can improve the accuracy of the analysis results of the access control system structure and access rules, thereby improving the accuracy of the planned path.

[0106] Figure 1 This is a schematic diagram of the path planning system according to an embodiment of the present invention. Figure 1 As shown, the route planning system of this embodiment includes at least one server 1, at least one passenger terminal 2, and at least one driver terminal 3. The server 1, passenger terminal 2, and driver terminal 3 are communicatively connected to enable data interaction.

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

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

[0109] 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, drivers can use the driver terminal to update their status (such as whether they can accept orders), communicate with passengers, and provide feedback after completing an order. The driver terminal can be implemented through mobile devices or specially designed in-vehicle devices, such as smartphones, tablets, or dedicated hardware.

[0110] Specifically, passengers input or select their departure and destination points through passenger terminal 2. If the departure or destination point is located in a large enclosed or semi-enclosed area (such as a residential area or park), passengers can select or input more specific location information. After confirming the departure and destination points, passengers click the "Call a Vehicle" button. Passenger terminal 2 then sends a route planning request to server 1. The route planning request includes the passenger's location points, such as the starting point and destination, and may also include other information, such as vehicle type preference and whether carpooling is allowed.

[0111] After receiving the route planning request from passenger terminal 2, server 1 determines the specific coordinates of the location and checks for available vehicle resources. For locations in complex areas, the server evaluates the status of each gate in the area (open / closed, authorized status, maintenance / fault status, emergency status, usage frequency / congestion status). Based on this information, the server can recommend the best pick-up point to the passenger. Next, combining real-time traffic conditions, road conditions, weather forecasts, and other factors, the server uses a route planning algorithm to calculate the optimal driving route for the driver. Simultaneously, it considers the capacity of the gate control system and the quality of the internal roads to ensure the driver can smoothly enter the area to pick up passengers.

[0112] Server 1 sends route planning information to driver terminal 3, including the passenger's exact pick-up point, recommended optimal route, estimated arrival time, and other relevant passenger information. The driver proceeds to the passenger's designated pick-up point according to the route plan provided by the server. En route, the driver can maintain contact with the passenger through their terminal, informing them of the estimated arrival time or other relevant information. When the driver arrives at the recommended pick-up point, the passenger is already waiting. After verifying the passenger's identity, the driver begins the trip. Following the pre-planned route, the driver safely delivers the passenger to their destination. Upon arrival at the destination, the driver marks the trip as complete via their terminal.

[0113] Furthermore, the path planning of the server in this embodiment of the 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-regions and access control points exist in each area. Specifically, the first stage is to obtain the sub-regions, and the second stage is to obtain the access control points. The third stage is to obtain the access rules, that is, to determine whether these access control points allow passage.

[0114] Figure 2 This is a flowchart illustrating the acquisition of sub-regions according to an embodiment of the present invention. Figure 2 In the illustrated embodiment, the acquisition of the sub-region is performed by the server, specifically including the following steps:

[0115] Step S101: Obtain the surface contour.

[0116] In this embodiment, the surface profile is a surface with a contour that covers the area to be processed. The area to be processed is a geographical location region that needs to be analyzed; it can be a commercial area, residential area, community, park, or similar area. The surface profile can be a regular shape, such as a rectangle, triangle, or polygon, or an irregular shape, such as any shape customized based on terrain features, geographical boundaries, or specific application requirements. Regardless of its shape, the surface profile should cover as much of the area to be processed as possible.

[0117] Furthermore, the surface profile can be obtained in various ways.

[0118] For example, the surface outline can be determined by manual annotation. When a certain area needs to be processed, it is enclosed by a closed line through manual annotation, and the area enclosed by the closed line is the surface outline.

[0119] For example, surface contours can be obtained through geographic location information. Specifically, relevant geographic location data is acquired, which can come from satellite imagery, GPS devices, sensor networks, or existing geographic databases. Pre-defined algorithms or models are applied to analyze the collected data to identify the boundaries of the target area. For instance, cluster analysis can be used to identify groups of locations with similar attributes to determine the area to be processed. A 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 This is a schematic diagram of the surface contour of an embodiment of the present invention. Figure 3 In the map shown, the area enclosed by the solid line is the surface outline.

[0121] Step S102: Obtain road network information.

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

[0123] Internal roads refer to roads located within a specific area, primarily serving that area. Examples include roads within commercial districts, residential areas, communities, and parks. External roads, on the other hand, refer to roads located in the public domain, serving broader urban or regional traffic needs. Examples include main urban roads, secondary roads, highways, national highways, provincial highways, and connecting roads between city blocks.

[0124] Step S103: Obtain candidate roads.

[0125] In this embodiment, candidate roads are obtained based on the surface contour and road network information, and the candidate roads are the roads covered by the surface 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 based on the attributes of each candidate road.

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

[0129] Step S105: Cluster the internal roads according to their connectivity to obtain connected roads.

[0130] In this embodiment, actual access control points are obtained, and the internal roads are clustered according to their connectivity to obtain connected roads. These connected roads are interrupted at the actual access control points. The actual access control points are those with physical hardware facilities, such as gates, automatic barriers, and turnstiles.

[0131] Specifically, Figure 4 This is a schematic diagram of the internal path of an embodiment of the present invention. For example... Figure 4 As shown, the internal roads include L1-L6. L2-L6 are connected to L1. There is an actual traffic control point G1 at the connection between L2 and L1, and an actual traffic control point G2 at the connection between L3 and L1. Therefore, the internal roads are clustered based on their connectivity to obtain connected roads, which are then interrupted at the actual traffic control points. The resulting connected roads are as follows: Figure 5 As shown, there are three connecting routes, namely K1, K2, and K3.

[0132] Step S106: Determine the sub-region based on the connecting roads.

[0133] In this embodiment, the area where the connecting road is located is defined as a sub-region. Therefore, the region can be divided into multiple sub-regions.

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

[0135] In this embodiment, a point set Q is determined based on the connected roads corresponding to the sub-region. The point set Q includes multiple points, which can be the starting point, ending point, intermediate point, etc. of roads in the road network information, or they can be obtained by sampling connected roads at a predetermined sampling distance. The convex hull of the point set Q is a minimal convex polygon that satisfies the condition that a point in the point set Q is either on or inside the edge of the polygon.

[0136] Step S108: Determine the coverage ratio of the convex hull and the surface profile.

[0137] In this embodiment, the coverage ratio between the convex hull and the surface contour is determined. Specifically, firstly, the area of ​​the overlapping region between the convex hull and the surface contour is determined as the overlapping area. 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 the convex hull and the surface contour overlap.

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

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

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

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

[0142] In this embodiment, when dividing the surface contour, there may be instances where the surface contour cannot cover all the internal roads in the area to be processed. Therefore, the surface contour can be extended outward to supplement the sub-regions.

[0143] Specifically, the surface outline is extended outward by a certain distance (e.g., 30 meters, 50 meters, etc.), and it is detected whether there is an internal road belonging to the area to be processed in the extended area. If so, it is added to the internal road, and then steps S105-S109 are re-executed to obtain the sub-region.

[0144] This invention improves data density and prediction accuracy by aggregating internal roads based on their internal and external road attributes and the area's surface contour attributes, thus combining individual gate data into a group of mutually influential gates.

[0145] Figure 6 This is a flowchart illustrating the acquisition of access control points according to an embodiment of the present invention. Figure 6 As shown, obtaining access control points includes the following steps:

[0146] Step S201: Obtain the actual existing access control points.

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

[0148] Step S202: Obtain the overlap point between the surface contour and the road.

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

[0150] Step S203: Determine the actual existing access control point as the first candidate access control point.

[0151] In this embodiment, the actual existing access control point obtained in step S201 is determined as the first candidate access control point.

[0152] Step S204: In response to the existence of a passage control point at the location of the capping point, the actual passage control point is determined as the second candidate passage control point corresponding to the capping point.

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

[0154] Step S205: In response to the existence of an actual access control point at the topological location of the overlay point, the actual access control point is determined as the third candidate access control point corresponding to the overlay point.

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

[0156] Step S206: In response to the absence of a traffic control point at the location of the capping point and at the topological location of the capping point, the capping point is determined as the fourth candidate traffic control point.

[0157] In this embodiment, when there is no actual access control point at the location of the capping point and at the topological location of the capping point, the capping point is determined as the fourth candidate access control point.

[0158] At this point, the fourth candidate traffic control point is a virtual traffic control point. A virtual traffic control point is a traffic control point without physical hardware, and can restrict traffic without relying on physical obstacles. For example, intersections where traffic is manually controlled.

[0159] Step S207: Determine the passage control point based on 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.

[0160] In this embodiment, after obtaining 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 through steps S203-S206, these candidate passage control points may be duplicated. The duplicate candidate passage control points are filtered out to obtain the passage control points.

[0161] Figure 7 This is a schematic diagram of the access control points according to an embodiment of the present invention. Figure 7As shown, the dashed box C represents the edge of the surface outline, the short thick lines represent the actual traffic control points, and the dots represent the points where the surface outline overlaps with the road. The actual traffic control points include A1-A5, and the overlapping points include B1-B4.

[0162] The first candidate access control points obtained through step S203 are the actual access control points, including A1, A2, A3, A4, and A5.

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

[0164] If, through step S205, there is an actual access control point A5 at the topological location of the overlay point B4, then the obtained third candidate access control point includes A5.

[0165] In step S206, no actual access control point exists at either the location of the overlay point B1 or the topological location, so the fourth candidate access control point obtained includes B1.

[0166] Therefore, all candidate access control points obtained include (A1, A2, A3, A4, A5), (A2 and A4), (A5), and (B1). After filtering out duplicate candidate access control points, the remaining access control points are A1, A2, A3, A4, A5, and B1.

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

[0168] In this embodiment, the type of each traffic control point is determined. The type includes external traffic control points and shared traffic control points. The external traffic control points are traffic control points between sub-regions and external roads, and the shared traffic control points are traffic control points between sub-regions.

[0169] In other words, for each access control point, if the access control point connects a sub-area with an external road, the corresponding type is an external access control point; if the access control point connects sub-areas with each other, the corresponding type is a shared access control point.

[0170] Figure 8 This is a schematic diagram of sub-regions and access control points according to an embodiment of the present invention. Figure 8As shown, the area to be processed within the dashed box C is divided into three sub-regions D1-D3. Simultaneously, six traffic control points A1, A2, A3, A4, A5, and B1 are obtained. Assume that the other ends of A2, A4, A5, and B1 are all connected to external roads. In this case, A2, A4, A5, and B1 are classified as external traffic control points. A1 connects sub-region D1 and sub-region D2; therefore, A1 is classified as a shared traffic control point. A3 connects sub-region D1 and sub-region D3; therefore, A3 is classified as a shared traffic control point.

[0171] Step S209: Determine to obtain at least one set of sub-regions.

[0172] In this embodiment, the sub-region set includes multiple sub-regions, and these sub-regions have nested relationships. A nested relationship means that two sub-regions share the same common access control point. A nested relationship between multiple sub-regions in the sub-region set means that for any given sub-region in the sub-region set, there is at least one other sub-region in the set that has a nested relationship with that sub-region. For example, assuming the sub-region set has N sub-regions, for the i-th sub-region E... i There exists at least one subregion E j , subregion E i With subregion E j There exists a nested relationship between them. Where i = 1, 2, ..., N; j = 1, 2, ..., N; and i ≠ j.

[0173] by Figure 8 Taking an example, among the three sub-regions D1-D3, D1 and D2 share a common access control point A1, and D1 and D3 share a common access control point A3. Therefore, they can be divided into two sub-region sets: {D1, D2} and {D1, D3}.

[0174] Step S210: Determine the combination of access control points corresponding to each sub-region based on the sub-region set and the access control points.

[0175] In this embodiment, a combination of access control points corresponding to each sub-region is determined based on the set of sub-regions and the access control points. Each combination of access control points includes at least one access control point. That is, each sub-region corresponds to one combination of access control points. Specifically, for each combination of access control points corresponding to a sub-region, access control points directly connected to that sub-region are selected, and access control points that cannot be accessed from the outside are deleted to obtain the combination of access control points.

[0176] Furthermore, according to the different types of overlay relationships between multiple sub-regions in the sub-region set, the sub-region set is divided into two types: the first type is a sub-region in which there is at least one sub-region where all access control points are shared access control points; the second type is a sub-region in which there is no sub-region where all access control points are shared access control points.

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

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

[0179] For sub-region H12, the directly connected access control points are F11, F12, and F13. Access control points F12 and F13 can directly enter sub-region H12 from the outside. However, since it is not possible to enter sub-region H12 from the outside via F11, the combination of access control points corresponding to sub-region H12 is (F12, F13).

[0180] Figure 10 This is a schematic diagram of a second example of a sub-region set and access control points according to an embodiment of the present invention. Figure 10 In the illustrated embodiment, the sub-region set includes sub-regions H21 and H22. Sub-region H21 includes access control point F21; sub-region H22 includes access control points F22 and F23. The access control points indicated by dashed circles are external access control points, while the access control points indicated by solid circles are shared access control points.

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

[0182] For sub-region H22, the directly connected access control points are F21, F22, and F23. Access control points F22 and F23 can directly enter sub-region H22 from the outside. However, since it is not possible to enter sub-region H22 from the outside via F21, the combination of access control points corresponding to sub-region H22 is (F22, F23).

[0183] Figure 11 This is a schematic diagram of a third example of a sub-region set and access control points according to an embodiment of the present invention. Figure 11 In the illustrated embodiment, the sub-region set includes sub-regions H31, H32, and H33. Sub-region H31 includes access control points F31 and F32; sub-region H32 includes access control points F32 and F33; and sub-region H33 includes access control point F31. The access control points indicated by dashed circles are external access control points, while the access control points indicated by solid circles are shared access control points.

[0184] For sub-region H31, there are two directly connected access control points: F31 and F32. Sub-region H31 can be accessed from the outside via F32. For example, the path from the outside to sub-region H31 via F32 could be from F33 to sub-region H32, and then via F32 to sub-region H31. However, since sub-region H31 cannot be accessed from the outside via F31, the access control point combination for sub-region H31 is (F32).

[0185] For sub-region H32, there are two directly connected access control points, F32 and F33. Sub-region H32 can be entered from the outside via F33, but it cannot be entered from the outside via F32. Therefore, the access control point combination for sub-region H32 is (F33).

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

[0187] Figure 12 This is a schematic diagram of a fourth example of a sub-region set and access control points according to an embodiment of the present invention. Figure 12 In the illustrated embodiment, the sub-region set includes sub-regions H41 and H42. Sub-region H41 includes access control points F41, F42, and F43; sub-region H42 includes access control points F43 and F44. The access control points indicated by dashed circles are external access control points, while the access control points indicated by solid circles are shared access control points.

[0188] For sub-region H41, F41, F42 and F43 can all enter sub-region H41 from the outside. Therefore, the combination of access control points corresponding to sub-region H41 is (F41, F42, F43).

[0189] For sub-region H42, F43 and F44 can both enter sub-region H42 from the outside. Therefore, the combination of access control points corresponding to sub-region H42 is (F43, F44).

[0190] Figure 13 This is a schematic diagram of the fifth example of the sub-region set and access control points in an embodiment of the present invention. Figure 13 In the illustrated embodiment, the sub-region set includes sub-regions H51, H52, and H53. Sub-region H51 includes access control points F52, F53, and F54; sub-region H52 includes access control points F54 and F55; and sub-region H53 includes access control points F51 and F52. The access control points indicated by dashed circles are external access control points, while the access control points indicated by solid circles are shared access control points.

[0191] For sub-region H51, F52, F53 and F54 can all enter sub-region H51 from the outside. Therefore, the combination of access control points corresponding to sub-region H51 is (F52, F53, F54).

[0192] For sub-region H52, both F54 and F55 can enter sub-region H52 from the outside. Therefore, the combination of access control points corresponding to sub-region H52 is (F54, F55).

[0193] For sub-region H53, both F51 and F52 can enter sub-region H53 from the outside. Therefore, the combination of access control points corresponding to sub-region H53 is (F51, F52).

[0194] Therefore, the combination of access control points for each sub-region can be obtained.

[0195] This invention addresses the problem of difficulty in using a set of doors in complex scenarios with multiple nested faces. By defining and dividing a common access control point, the complexity of nested faces in general scenarios can be effectively reduced to simple scenarios. Then, the complex usage relationship of nested faces can be expressed by connecting multiple mutually exclusive sub-regions.

[0196] Figure 14 This is a flowchart of the path planning method according to an embodiment of the present invention. Figure 3 As shown, the path planning method of this invention includes the following steps:

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

[0198] In this embodiment, the server receives a route planning request sent by the passenger's terminal. The route planning request includes the passenger's location points, which include a start point and / or an end point. The start point can be obtained from text input by the passenger, map selection, or location functionality. The end point can be obtained from text input by the passenger or map selection. After a successful order, the driver needs to pick up the passenger from the start point and then transport them to the end point. This embodiment of the invention requires determining the driver's pick-up and drop-off location based on the start and end points. Therefore, the processing procedures for the start and end points are similar. This embodiment of the invention uses the start and end points as location points. The following is the processing flow for location points, which can be either the start or end point.

[0199] Step S320: Determine the target sub-region based on the location point.

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

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

[0202] In this embodiment, historical orders with location points in the target sub-region are obtained.

[0203] Among them, historical orders can be orders placed within the reservation period prior to the current moment, such as reservation periods of 7 days, 14 days, 30 days, etc.

[0204] Step S340: Obtain path planning information based on the order behavior of the historical orders.

[0205] In this embodiment, the order behavior refers to the behavior of historical orders related to access control points in the target sub-area, and the route planning information includes recommended stopping locations and / or recommended access control points.

[0206] Figure 15 This is a flowchart illustrating the process of obtaining path planning information according to an embodiment of the present invention. Figure 15As shown, obtaining route planning information based on the order behavior of the historical orders includes the following steps:

[0207] Step S341: Determine the combination of target access control points corresponding to the target sub-region.

[0208] In this embodiment, the combination of access control points corresponding to the sub-region is obtained through the above step S210. After determining the target sub-region, the combination of target access control points 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, with Figure 13 Taking an example, assuming the target sub-region is H51, the corresponding combination of target access control points is (F52, F53, F54). Correspondingly, with target access control points F52, F53, and F54, the order behavior for each target access control point is determined. Here, the order behavior refers to the behavior of historical orders regarding access control points related to the target sub-region.

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

[0212] The first action is an order action where the actual traffic control point is the planned traffic control point. Figure 13 Taking an example, assuming the target sub-region is H51, the corresponding combination of target access control points is (F52, F53, F54). Correspondingly, the target access control points are F52, F53, and F54. The order behavior for each target access control point is determined. If the planned path for a historical order is from target access control point F53 into the target sub-region, and the driver's actual route is the same as the planned path, then the order behavior for that historical order is the first behavior.

[0213] The second action is an order that stops early. Figure 13 Taking an example, assuming the target sub-area is H51, the corresponding combination of target access control points is (F52, F53, F54). Correspondingly, the target access control points are F52, F53, and F54. The order behavior for each target access control point is determined. If the planned path for a historical order is from target access control point F53 into the target sub-area, but the driver stops outside the target sub-area H51, then the order behavior for that historical order is the second behavior.

[0214] The third action is the order action of successfully entering the target sub-area after changing the traffic control point. Figure 13Taking an example, assuming the target sub-region is H51, the corresponding combination of target access control points is (F52, F53, F54). Correspondingly, the target access control points are F52, F53, and F54. The order behavior for each target access control point is determined. If the planned path for a historical order is to enter the target sub-region from target access control point F53, but the driver fails to enter the target sub-region after reaching F53, and then changes to enter the target sub-region H51 via F55 and F54 in sequence, then the order behavior corresponding to this historical order is the third behavior.

[0215] The fourth action refers to the order action where the vehicle failed to enter the target sub-area after the traffic control point was changed. Figure 13 Taking an example, assuming the target sub-region is H51, the corresponding combination of target access control points is (F52, F53, F54). Correspondingly, the target access control points are F52, F53, and F54. The order behavior for each target access control point is determined. If the planned path for a historical order is to enter the target sub-region from target access control point F53, but the driver fails to enter the target sub-region after reaching F53, and then changes to enter sub-region H52 from F55, but fails to enter target sub-region H51 via F54, then the order behavior corresponding to this historical order is the fourth behavior.

[0216] Step S342: Determine the route planning information based on the order behavior.

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

[0218] Specifically, Figure 16 This is a flowchart illustrating the process of determining route planning information based on order behavior, according to an embodiment of the present invention. Figure 16 As shown, determining route planning information based on historical order behavior includes the following steps:

[0219] Step S341: Among the target access control points in the target access control point combination, select the target access control point with the highest proportion in the first row and determine it as the recommended access control point.

[0220] In this embodiment, if the first line accounts for a large proportion of historical orders, the target access control point with a high proportion of the first line is selected as the recommended access control point. For example, taking... Figure 13Taking H51 as an example, the corresponding target access control point combination is (F52, F53, F54). Correspondingly, the target access control points are F52, F53, and F54. The percentage of the first row in the historical orders within each of F52, F53, and F54 is calculated, and the target access control point with the highest percentage of the first row is selected as the recommended access control point. A target access control point with a higher percentage of the first row can be one whose percentage is greater than a predetermined ratio. If there are multiple target access control points with a higher percentage of the first row, the one with the highest percentage is selected as the recommended access control point.

[0221] Step S342: Among the target access control points in the target access control point combination, if the proportion of the second and / or fourth actions of each target access control point is high, the recommended parking location is determined to be outside the target sub-area.

[0222] In this embodiment, if the proportion of the second and / or fourth behaviors of each target traffic control point in the target traffic control point combination is high, it indicates that the order behavior of failing to enter the target sub-area after stopping in advance or changing the traffic control point is relatively high, indicating that it is difficult to enter the target sub-area, and the recommended stopping position is determined to be outside the target sub-area.

[0223] Step S343: Among the target traffic control points in the target traffic control point combination, the target traffic control point in the third row that meets the predetermined conditions is determined as the traffic control point.

[0224] In this embodiment, the third line is the target access control point that meets the predetermined condition: a high percentage of the last M historical orders contain the third line. For example, if there is a consistent third line among the 5 most recent orders, the next planning will prioritize determining the target access control point with the changed third line as the recommended access control point.

[0225] This invention presents a regional gate control structure partitioning method based on regional outline surfaces and internal road connectivity. For complex scenarios involving overlapping surfaces in real-world regions, it defines a shared gate partitioning logic, effectively reducing the complexity of multiple gate linkages in such scenarios. Based on the regional gate control structure, orders with boarding / alighting points within or at the boundaries of the region are categorized and statistically analyzed to provide an effective description of whether access control is possible. The classification criteria differentiate between planned and actual usage. Based on the orders associated with the areas where boarding / alighting points are located, the planned gates are recommended by analyzing the behavior of their long / short-term historical orders during the same period.

[0226] This invention, in its embodiments, determines a target sub-region based on the location points in the route planning request after obtaining it, and then determines recommended stopping locations and / or recommended access control points based on the historical order behavior of access control points related to the target sub-region, thereby obtaining route planning information. This improves the accuracy of the analysis results of the access control system structure and access rules, thus enhancing the accuracy of the planned route.

[0227] Figure 17 This is a schematic diagram of a path planning device according to an embodiment of the present invention. Figure 17 As shown, the route planning device of this embodiment includes a request acquisition unit 171, a target sub-region determination unit 172, a historical order acquisition unit 173, and a planning information acquisition unit 174. The request acquisition unit 171 acquires a route planning request, which includes the passenger's location points, including a start point and an end point. The target sub-region determination unit 172 determines a target sub-region based on the location points. The historical order acquisition unit 173 acquires historical orders corresponding to the target sub-region. The planning information acquisition unit 174 acquires route planning information based on the order behavior of the historical orders, where the order behavior refers to the behavior of the historical orders towards traffic control points related to the target sub-region. The route planning information includes recommended stopping locations and / or recommended traffic control points.

[0228] This invention, in its embodiments, determines a target sub-region based on the location points in the route planning request after obtaining it, and then determines recommended stopping locations and / or recommended access control points based on the historical order behavior of access control points related to the target sub-region, thereby obtaining route planning information. This improves the accuracy of the analysis results of the access control system structure and access rules, thus enhancing the accuracy of the planned route.

[0229] Figure 18 This is a schematic diagram of an electronic device according to an embodiment of the present invention. (For example...) Figure 18 As shown, Figure 18The illustrated electronic device is a general-purpose data processing device, comprising a general-purpose computer hardware architecture, including at least a processor 181 and a memory 182. The processor 181 and memory 182 are connected via a bus 183. The memory 182 is adapted to store instructions or programs executable by the processor 181. The processor 181 can be a standalone microprocessor or a collection of one or more microprocessors. Thus, the processor 181 executes the instructions stored in the memory 182, thereby performing the method flow of the embodiments of the present invention as described above to process data and control other devices. The bus 183 connects the aforementioned components together, and also connects these components to a display controller 184, a display device, and an input / output (I / O) device 185. The input / output (I / O) device 185 can be a mouse, keyboard, modem, network interface, touch input device, motion-sensing input device, printer, and other devices known in the art. Typically, the input / output device 185 is connected to the system via an input / output (I / O) controller 186.

[0230] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus (devices), or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied 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] This application is described with reference to flowchart illustrations of methods, apparatus (devices), and computer program products according to embodiments of this application. It should be understood that each step in the flowchart can be implemented by computer program instructions.

[0232] These computer program instructions may be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including an instruction means, the implementation process of which is described in the instruction means. Figure 1 The function specified in one or more processes.

[0233] These computer program instructions may also be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing device to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing device, produce instructions for implementing processes. Figure 1 A device for a function specified in one or more processes.

[0234] Another embodiment of the present invention relates to a non-volatile storage medium for storing a computer-readable program for use by a computer to execute some or all of the above-described method embodiments.

[0235] That is, those skilled in the art will understand that all or part of the steps in the methods of the above embodiments can be implemented by a program specifying the relevant hardware. This program is stored in a storage medium and includes several instructions to cause a device (which may be a microcontroller, chip, etc.) or processor to execute all or part of the steps of the methods described in the embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0236] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A path planning method, characterized in that, The method includes: Obtain a route planning request, the route planning request including the passenger's location points, the location points including a start point and / or an end point; Obtain pre-divided sub-regions and traffic control points, wherein the sub-regions are the areas where connecting roads are located, and the connecting roads are interrupted at actual traffic control points; A target sub-region is determined based on the location point, and the target sub-region is the sub-region where the location point is located. Obtain the historical orders corresponding to the target sub-region; The route planning information is obtained based on the order behavior of the historical orders. The order behavior is the behavior of the historical orders towards the access control points related to the target sub-area. The route planning information includes recommended stopping locations and / or recommended access control points. The step of obtaining path planning information based on the order behavior of the historical orders includes: Determine the target access control point combination corresponding to the target sub-region, wherein the access control point combination includes at least one access control point directly connected to the target sub-region, and the target sub-region is accessed from the external region through the access control point; Determine the order behavior of each target access control point in the target access control point combination; The route planning information is determined based on the order behavior.

2. The method according to claim 1, characterized in that, The process of obtaining the pre-divided sub-regions and access control points includes: Obtain pre-defined surface contours and road network information; Internal roads are obtained based on the surface contour and road network information. The internal roads are roads within the region, and the region is the region within the surface contour. Sub-regions and access control points are obtained based on the internal roads.

3. The method according to claim 2, characterized in that, The step of obtaining the internal road based on the surface contour and road network information includes: Candidate roads are obtained based on the surface contour and road network information, wherein the candidate roads are those covered by the surface contour. Determine the attributes of each of the candidate roads; The internal road is determined based on the attributes of each candidate road.

4. The method according to claim 2, characterized in that, The step of obtaining the sub-region and the access control point of the sub-region based on the internal road includes: Obtain the actual existing access control points; The internal roads are clustered based on their connectivity to obtain connected roads; The sub-region is determined based on the connecting roads.

5. The method according to claim 4, characterized in that, The step of obtaining the sub-region and the access control point of the sub-region based on the internal road further includes: Obtain the convex hull corresponding to the sub-region; Determine the coverage ratio between the convex hull and the surface contour, wherein 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. Filter out sub-regions with a coverage ratio less than or equal to a predetermined threshold.

6. The method according to claim 4, characterized in that, The step of obtaining the sub-region and the access control point of the sub-region based on the internal road further includes: Obtain the overlap point between the surface contour and the road; The existing access control points are identified as the first candidate access control points; In response to the existence of a passage control point at the location of the capping point, the existing passage control point is determined as the second candidate passage control point corresponding to the capping point; In response to the existence of a traffic control point at the topological location of the overlay point, the existing traffic control point is determined as the third candidate traffic control point corresponding to the overlay point; In response to the absence of a valid access control point at the location of the capping point and at the topological location of the capping point, the capping point is determined as the fourth candidate access control point. The passage control point is determined based on 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.

7. The method according to claim 1, characterized in that, The method further includes: The type of each of the aforementioned traffic control points is determined, and the types include external traffic control points and shared traffic control points. The external traffic control points are traffic control points between sub-areas and external roads, and the shared traffic control points are traffic control points between sub-areas. Obtain at least one set of sub-regions, wherein the set of sub-regions includes multiple sub-regions and there is a nested relationship between the multiple sub-regions; Based on the set of sub-regions and the access control points, a combination of access control points corresponding to each sub-region is determined, wherein the combination of access control points includes at least one access control point.

8. The method according to claim 1, characterized in that, The order behavior includes at least one of the first behavior, the second behavior, the third behavior, and the fourth behavior; The first behavior is an order behavior where the actual traffic control point is the planned traffic control point. The second action is an order that stops early; The third action is the order action of successfully entering the target sub-area after changing the traffic control point; The fourth behavior refers to the order behavior of failing to enter the target sub-area after changing the traffic control point.

9. The method according to claim 8, characterized in that, Determining the route planning information based on the order behavior includes: Among the target access control points in the target access control point combination, the target access control points with the highest proportion in the first row are selected as recommended access control points.

10. The method according to claim 8, characterized in that, Determining the route planning information based on the order behavior includes: In the target access control point combination, if the proportion of the second and / or fourth actions in response to each target access control point is high, the recommended parking location is determined to be outside the target sub-area.

11. The method according to claim 8, characterized in that, Determining the route planning information based on the order behavior includes: In the target access control point combination, the third row of target access control points that meet predetermined conditions are determined as the access control points.

12. A path planning device, characterized in that, The device includes: A request acquisition unit is used to acquire a route planning request, wherein the route planning request includes the passenger's location points, and the location points include a start point and an end point; The sub-region division unit is used to obtain pre-divided sub-regions and traffic control points. The sub-regions are the areas where connecting roads are located, and the connecting roads are interrupted at actual traffic control points. A target sub-region determination unit is used to determine a target sub-region based on the location point, wherein the target sub-region is the sub-region where the location point is located; The historical order acquisition unit is used to acquire the historical orders corresponding to the target sub-region; The planning information acquisition unit is used to acquire route planning information based on the order behavior of the historical orders. The order behavior is the behavior of the historical orders towards the access control points related to the target sub-area. The route planning information includes recommended stopping locations and / or recommended access control points. The planning information acquisition unit is used for: Determine the target access control point combination corresponding to the target sub-region, wherein the access control point combination includes at least one access control point directly connected to the target sub-region, and the target sub-region is accessed from the external region through the access control point; Determine the order behavior of each target access control point in the target access control point combination; The route planning information is determined based on the order behavior.

13. 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 as described in any one of claims 1-11.

14. A computer program product comprising a computer program, characterized in that, When the computer program is run on a computer, the computer performs the method according to any one of claims 1-11.

15. A computer-readable storage medium storing computer program instructions thereon, characterized in that, The computer program instructions, when executed by a processor, implement the method as described in any one of claims 1-11.

Images