Dynamic transfer path planning system and method based on multiple public transportation modes

Abstract

The present invention belongs to the field of path planning technology, and proposes a dynamic transfer path planning system and method based on multiple public transportation modes. The main scheme is: obtaining a navigation request instruction from the installed navigation software through a client; obtaining initial planned path information in response to the navigation request instruction through a first server, and extracting first transfer intermediate node information in response to the navigation request instruction from the initial planned path information; receiving the first transfer intermediate node information through a second server, and dynamically correcting the first transfer intermediate node information based on historical planned path information of software from other manufacturers except the current manufacturer's navigation software; generating second transfer intermediate node information after dynamic correction, and generating final path planning information in response to the current navigation request instruction based on the second transfer intermediate node information; and sending the final path planning information in response to the current navigation request instruction to the client.

Description

Technical Field

[0001] The present invention relates to the technical field of route planning, and in particular to a dynamic transfer route planning system and method based on multiple public transportation modes. Background Art

[0002] At present, when users navigate through navigation software on a client, the path planning work is generally completed through the server of the corresponding manufacturer. Although different manufacturers will set up separate servers to complete the path planning work, even for the separately set up servers, during the path planning process, in order to accurately complete the path calculation work between the departure and destination, it is necessary not only to receive the navigation request instructions of the client that has installed the navigation software in real time, but also to receive real-time public transportation data and real-time weather data, etc. Therefore, for the server, its computing pressure will fluctuate greatly with the increase in the frequency of users using the navigation software and the dynamic changes in public transportation data and weather data. Especially during holidays or rush hours, users have more urgent requirements for navigation accuracy and timeliness, which further increases the computing pressure and data synchronization pressure of the server.

[0003] Moreover, when users use navigation software for navigation, in many cases multiple types of public transportation modes need to cooperate with each other to complete the server's path planning work. Therefore, how to complete the path planning work accurately and timely has always been a technical problem faced by servers of various manufacturers. Summary of the Invention

[0004] The purpose of the present invention is to provide a dynamic transfer path planning system and method based on multiple public transportation modes, which can, through the cooperation of a first server and a second server, jointly complete accurate and timely dynamic path planning work with the participation of various types of public transportation modes.

[0005] The present invention solves the technical problem and adopts the following technical solution:

[0006] In one aspect, the present invention provides a dynamic transfer route planning system based on multiple public transportation modes, comprising:

[0007] A client, having navigation software installed therein, configured to obtain a navigation request instruction from the navigation software and to obtain final path planning information in response to the current navigation request instruction from the second server;

[0008] The first server stores historical planned route information of the current manufacturer's navigation software, is configured to receive a navigation request instruction from a client terminal of the corresponding manufacturer's navigation software, obtain initial planned route information in response to the navigation request instruction, and extract first transfer intermediate node information in response to the navigation request instruction from the initial planned route information;

[0009] The second server stores the historical planned path information of all manufacturers' navigation software, and is used to dynamically correct the first transfer intermediate node information based on the historical planned path information of other manufacturers' software except the current manufacturer's navigation software, generate the second transfer intermediate node information after the dynamic correction, and generate the final path planning information in response to the current navigation request instruction based on the second transfer intermediate node information.

[0010] As a further optimization, after the first server receives the navigation request instruction from the client where the manufacturer's navigation software is located, the following further steps are included:

[0011] The first server determines whether it is the first time to receive the navigation request instruction sent by the client;

[0012] If so, forwarding the navigation request instruction to the second server, generating final route planning information in response to the current navigation request instruction directly based on the navigation request instruction by the second server, synchronizing the final route planning information to the first server corresponding to the navigation software of the corresponding manufacturer, and forwarding the final route planning information to the client through the first server;

[0013] Otherwise, initial planned path information in response to the navigation request instruction is obtained.

[0014] As a further optimization, the first server further stores first identification information of the corresponding manufacturer navigation software;

[0015] When the first server receives the navigation request instruction sent by the client, it determines whether the navigation request instruction contains the first identification information. If it does, it obtains the initial planned path information in response to the navigation request instruction; otherwise, it sends a prompt message to the client.

[0016] As a further optimization, the navigation request instruction includes the user's starting point location information and destination information.

[0017] As a further optimization, the first server obtains the initial planned path information in response to the navigation request instruction, which means:

[0018] The first server obtains, based on the user's starting point location information, first type of public transportation stops and first location information within a first specified distance from the user, and calculates a first time for the user to walk or ride from the starting point to the first location of each first type of public transportation stop;

[0019] Obtaining, based on the user's destination information, second-type public transportation stops and second location information within a second specified range, and determining whether there is a public transportation stop of the second type that allows direct transfer and overlaps with the first-type public transportation stop; if so, calculating a second time for the user to walk or ride from the overlapping public transportation stop to the destination;

[0020] Based on the principle that the sum of the first time and the second time is minimized, initial planned path information is planned for the navigation request instruction.

[0021] As a further optimization, if it is determined that there is no public transportation station of the second type that can be directly transferred and overlaps with the public transportation station of the first type, then obtain a public transportation station of the second type for transferring after traveling through the public transportation station of the first type and exiting the station, and calculate a third time for the user to transfer from the public transportation station of the first type to the public transportation station of the second type;

[0022] Based on the principle that the sum of the first time, the second time and the third time is minimized, initial planned path information is planned for the navigation request instruction.

[0023] As a further optimization, extracting the first transfer intermediate node information in response to the navigation request instruction from the initial planned path information means:

[0024] If the initial planned path information is planned based on the principle of minimizing the sum of the first time and the second time, third position information of a first-type public transportation station for directly transferring to a second-type public transportation station and fourth position information of a second-type public transportation station for directly transferring to the first-type public transportation station are obtained, and the third position information and the fourth position information are used as first transfer intermediate node information;

[0025] If the initial planned path information is planned based on the principle of minimizing the sum of the first time, the second time and the third time, the fifth position information of the first type of public transportation station for transferring to the second type of public transportation station after exiting the station and the sixth position information of the second type of public transportation station for transferring to the first type of public transportation station are obtained, and the fifth position information and the sixth position information are used as the first transfer intermediate node information.

[0026] As a further optimization, before the second server dynamically corrects the first transfer intermediate node information based on historical planned path information of software of other manufacturers except the current manufacturer's navigation software, it also includes:

[0027] determining, by the client, whether the navigation request instruction is obtained from a single navigation software; if so, assigning second identification information to the navigation request instruction, and sending the navigation request instruction assigned with the second identification information to the first server;

[0028] After the first server extracts the first transfer intermediate node information in response to the navigation request instruction, it sets the second identification information in the first transfer intermediate node information and sends it to the second server;

[0029] Otherwise, the client assigns third identification information to the navigation request instruction, and sends the navigation request instruction assigned with the third identification information to the first server;

[0030] After the first server extracts the first intermediate transfer node information in response to the navigation request instruction, it sets third identification information in the first intermediate transfer node information and sends it to the second server.

[0031] As a further optimization, after the second server receives the first transfer intermediate node information, dynamically correcting the first transfer intermediate node information based on historical planned route information of software of other manufacturers except the current manufacturer's navigation software means:

[0032] If the second identification information is set in the first transfer intermediate node information, then:

[0033] The second server retrieves stored historical planned path information of software of other manufacturers except the navigation software of the current manufacturer, corrects the third position information, the fourth position information, the fifth position information, and the sixth position information, and adjusts the calculated sum of the first time and the second time or the sum of the first time, the second time, and the third time according to the corrected position information;

[0034] If the third identification information is set in the first transfer intermediate node information, then:

[0035] The second server notifies the first server to obtain real-time public transportation operation information from all manufacturers' navigation software. The second server updates the historical planned path information based on the real-time public transportation operation information obtained from all manufacturers' navigation software, and corrects the third position information, the fourth position information, the fifth position information, and the sixth position information based on the updated historical planned path information of software from other manufacturers except the current manufacturer's navigation software, and adjusts the calculated sum of the first time and the second time or the sum of the first time, the second time, and the third time according to the corrected position information.

[0036] On the other hand, the present invention also provides a dynamic transfer path planning method based on multiple public transportation modes, which is applied to the dynamic transfer path planning system based on multiple public transportation modes, comprising the following steps:

[0037] Obtain navigation request instructions from the installed navigation software through the client;

[0038] receiving, through a first server, a navigation request instruction from a client terminal of a corresponding manufacturer's navigation software, obtaining initial planned path information in response to the navigation request instruction, and extracting first transfer intermediate node information in response to the navigation request instruction from the initial planned path information;

[0039] receiving the first transfer intermediate node information through a second server, and dynamically correcting the first transfer intermediate node information based on historical planned route information of software of other manufacturers except the current manufacturer's navigation software;

[0040] generating second transfer intermediate node information after dynamic correction, and generating final path planning information in response to the current navigation request instruction based on the second transfer intermediate node information;

[0041] The final path planning information in response to the current navigation request instruction is sent to the client.

[0042] The beneficial effect of the present invention is that the present invention abandons the traditional path planning work of the corresponding manufacturer's navigation software by only a single server, but is based on the manufacturer category of the navigation software installed on the client. For navigation software of the same manufacturer category, the corresponding server completes the preliminary path planning work. Since the preliminary path planning work is based on historical planned path information, it is not necessary to obtain real-time data from the public transportation system or the meteorological system every time a navigation request instruction is received. Therefore, the data calculation pressure of the traditional path planning work using the first server is reduced, and there is no delay in synchronizing public transportation data or meteorological data. At the same time, the present invention will also set up a second server, and store the historical planned path information of all manufacturer navigation software through the second server to complete the dynamic correction of the initial planned path information. It can not only solve the problem of data incompatibility between servers of different manufacturers, but also further improve the accuracy of path planning. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 Schematic diagram of the structure of a dynamic transfer route planning system based on multiple public transportation modes in the first embodiment of the present invention;

[0044] Figure 2 This is a flow chart of a dynamic transfer route planning method based on multiple public transportation modes in the second embodiment of the present invention. DETAILED DESCRIPTION

[0045] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions of the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings herein can be arranged and designed in various different configurations.

[0046] Example 1

[0047] This embodiment provides a dynamic transfer route planning system based on multiple public transportation modes. Figure 1 , where the system consists of the following parts:

[0048] A client, having navigation software installed therein, configured to obtain a navigation request instruction from the navigation software and to obtain final path planning information in response to the current navigation request instruction from the second server;

[0049] The first server stores historical planned route information of the current manufacturer's navigation software, is configured to receive a navigation request instruction from a client terminal of the corresponding manufacturer's navigation software, obtain initial planned route information in response to the navigation request instruction, and extract first transfer intermediate node information in response to the navigation request instruction from the initial planned route information;

[0050] The second server stores the historical planned path information of all manufacturers' navigation software, and is used to dynamically correct the first transfer intermediate node information based on the historical planned path information of other manufacturers' software except the current manufacturer's navigation software, generate the second transfer intermediate node information after the dynamic correction, and generate the final path planning information in response to the current navigation request instruction based on the second transfer intermediate node information.

[0051] In this embodiment, due to the personalized use needs of users, navigation software of various manufacturers may be downloaded and installed in the client. Moreover, even if the user uses the navigation software of a preferred manufacturer to complete navigation work in most cases, under the condition that the navigation software responds slowly or the path planning information has obvious deviations, the user may also use the navigation software of other manufacturers in the client for navigation. Through comprehensive comparison of the navigation software of multiple manufacturers, the desired navigation result is finally selected. Therefore, in this embodiment, see Figure 1 Assuming that navigation software 1, navigation software 2, and even navigation software 3 are installed in the client, they can all reasonably exist based on user needs. Under this condition, navigation software from different manufacturers will generally be configured with corresponding first servers 1, first servers 2, and first servers n to manage the data storage and data calculation work of the navigation software under the corresponding manufacturer type.

[0052] It should be noted that after a user completes downloading and installing navigation software through a client, they may repeatedly use the same navigation software for navigation based on their usage habits. Currently, most navigation software, once used, will be equipped with local historical search data recording. However, after the navigation software is downloaded and installed, if it has not been used, the traditional practice is to directly use the corresponding first server to complete route planning upon receiving a navigation request instruction from the client. However, under such conditions, the first server can only retrieve historical navigation data for the current manufacturer type and needs to at least simultaneously obtain real-time public transportation data from the public transportation system to complete accurate route planning. Therefore, traditional route planning is subject to significant latency and may result in inaccurate route planning information. Therefore, in this embodiment, when the first server receives a navigation request instruction sent by the client for the first time, route planning is not completed through the first server, but rather through the second server. Since the second server stores historical planned route information for navigation software from all manufacturers, it can directly retrieve historical planned route information from all manufacturers for accurate and timely route planning.

[0053] Therefore, in this embodiment, after the first server receives the navigation request instruction from the client where the navigation software of the corresponding manufacturer is located, the following steps may be further performed:

[0054] The first server determines whether it is the first time to receive the navigation request instruction sent by the client;

[0055] If so, forwarding the navigation request instruction to the second server, generating final route planning information in response to the current navigation request instruction directly based on the navigation request instruction by the second server, synchronizing the final route planning information to the first server corresponding to the navigation software of the corresponding manufacturer, and forwarding the final route planning information to the client through the first server;

[0056] Otherwise, initial planned path information in response to the navigation request instruction is obtained.

[0057] Generally speaking, the server verifies the legitimacy and security of the request instruction by checking whether the client's unique identifier has been registered and authenticated with the server in advance. However, for the client installed by the navigation software, since the low adaptability requirements for downloading and installing navigation software are becoming more and more common, not only can smartphones be directly downloaded and used as clients, but also for other smart terminals, such as smart watches, many smart watches can also directly download and install navigation software from many manufacturers. Therefore, in order to improve the legitimacy and security of the source of the navigation request instruction, in this embodiment, for the first server, it no longer uses the traditional method of verifying the security of the navigation request instruction through the unique identifier of the client, but instead verifies the legitimacy and security of the source of the navigation request instruction through the identifier of the navigation software. Therefore, in this embodiment, the first server also stores the first identification information of the corresponding manufacturer's navigation software;

[0058] When the first server receives the navigation request instruction sent by the client, it determines whether the navigation request instruction contains the first identification information. If it does, it obtains the initial planned path information in response to the navigation request instruction; otherwise, it sends a prompt message to the client.

[0059] Here, after the first server sends the prompt information to the client, the user can reselect the required navigation request instruction.

[0060] During specific application, regardless of whether the user's navigation request preference is the shortest distance, the minimum cost, or the shortest time, it is necessary to edit the point location information and the destination information in the navigation request instruction. Therefore, in this embodiment, the navigation request instruction should at least include the user's starting point location information and the destination information.

[0061] It should be noted that when a user inputs a navigation request instruction using a client, his or her location is not fixed. In some cases, the user is at a bus stop or subway station, and in other cases, the user is at a certain distance from the bus stop or subway station and needs to walk or ride to reach the corresponding public transportation stop. The user's destination may also be at a certain distance from the get-off stop. Therefore, in this case, the user needs to spend more time walking or scanning the code to ride. Therefore, in this embodiment, the first server obtains the initial planned path information in response to the navigation request instruction, which may refer to:

[0062] The first server obtains, based on the user's starting point location information, first type of public transportation stops and first location information within a first specified distance from the user, and calculates a first time for the user to walk or ride from the starting point to the first location of each first type of public transportation stop;

[0063] Obtaining, based on the user's destination information, second-type public transportation stops and second location information within a second specified range, and determining whether there is a public transportation stop of the second type that allows direct transfer and overlaps with the first-type public transportation stop; if so, calculating a second time for the user to walk or ride from the overlapping public transportation stop to the destination;

[0064] Based on the principle that the sum of the first time and the second time is minimized, initial planned path information is planned for the navigation request instruction.

[0065] Regarding the principle of minimizing the sum of the first time and the second time, this embodiment is based on public transportation stations of the same type, such as transferring at the same subway station. Under this condition, users often need more time to complete walking or cycling outside the subway station.

[0066] In addition, there is also a case where the first type of public transportation station is a subway station, and the second type of public transportation station is a bus station. After passing through the subway, the user needs to exit the subway station midway and walk or ride to a nearby bus station to transfer after exiting the station. In this case, the transfer process between the two public transportation modes will also require the user to spend a lot of time. Therefore, in this embodiment, if it is determined that there is no public transportation station of the second type that can be directly transferred and overlaps with the first type, then a second type of public transportation station is obtained for transfer after traveling through the first type of public transportation station and exiting the station, and the third time for the user to transfer from the first type of public transportation station to the second type of public transportation station is calculated;

[0067] Based on the principle that the sum of the first time, the second time and the third time is minimized, initial planned path information is planned for the navigation request instruction.

[0068] It should be pointed out that the first specified range and the second specified range in this embodiment can be freely adjusted based on the density of bus stops or subway stations. However, in order to reduce the data processing pressure of the first server for calculating the initial planning path information, the range should not be set too large. It is sufficient to ensure that there are 1-3 public transportation stops within the specified range and that the transfer can be completed.

[0069] Here, for the two different transfer methods mentioned above, the first server will respond to different initial planned path information based on the navigation request instruction. In one case, the first transfer intermediate node information in response to the navigation request instruction is extracted from the initial planned path information, which means: if the initial planned path information is planned based on the principle of minimizing the sum of the first time and the second time, the third position information of the first type of public transportation station for directly transferring to the second type of public transportation station and the fourth position information of the second type of public transportation station for directly transferring to the first type of public transportation station are obtained, and the third position information and the fourth position information are used as the first transfer intermediate node information; in another case, if the initial planned path information is planned based on the principle of minimizing the sum of the first time, the second time and the third time, the fifth position information of the first type of public transportation station for transferring to the second type of public transportation station after exiting the station and the sixth position information of the second type of public transportation station for transferring to the first type of public transportation station are obtained, and the fifth position information and the sixth position information are used as the first transfer intermediate node information.

[0070] It should be pointed out that two types of servers will be set up in this embodiment, namely the first server and the second server. For the first server, after the initial planning path information is calculated, even if the historical planning path information of the current manufacturer's navigation software is stored in the first server, it can complete the path planning work more accurately based on the historical data. However, in order to further improve the accuracy of the path planning work, the traditional practice requires obtaining real-time public transportation data of the public transportation system to assist in completing the initial planning path information generation work, which will cause a large delay in the client obtaining the navigation results. Therefore, in this embodiment, a second server will be set up, and the dynamic calibration of the initial planning path information will be completed through the historical planning path information of all manufacturer navigation software stored in the second server.

[0071] In most cases, the second server can directly perform dynamic correction of the first transfer node information based on the navigation request instruction. However, since the second server needs to connect to the first server of various manufacturers, in order to ensure the security of data in all manufacturers' servers, the navigation request instruction needs to be further limited. Therefore, in this embodiment, before the second server dynamically corrects the first transfer node information based on the historical planned path information of software from other manufacturers besides the current manufacturer's navigation software, it can also include:

[0072] determining, by the client, whether the navigation request instruction is obtained from a single navigation software; if so, assigning second identification information to the navigation request instruction, and sending the navigation request instruction assigned with the second identification information to the first server;

[0073] After the first server extracts the first transfer intermediate node information in response to the navigation request instruction, it sets the second identification information in the first transfer intermediate node information and sends it to the second server;

[0074] Otherwise, the client assigns third identification information to the navigation request instruction, and sends the navigation request instruction assigned with the third identification information to the first server;

[0075] After the first server extracts the first intermediate transfer node information in response to the navigation request instruction, it sets third identification information in the first intermediate transfer node information and sends it to the second server.

[0076] Therefore, for the above two situations, i.e., the second identification information is provided in the first transfer intermediate node information, or the third identification information is provided in the first transfer intermediate node information, in order to ensure that the first server and the second server complete the path planning task as quickly as possible while also ensuring the data security of the two servers, therefore, in this embodiment, after the second server receives the first transfer intermediate node information, the first transfer intermediate node information is dynamically corrected based on the historical planned path information of software of other manufacturers other than the current manufacturer's navigation software, which means:

[0077] In the first case, if the second identification information is set in the first transfer intermediate node information, then:

[0078] The second server retrieves stored historical planned path information of software of other manufacturers except the navigation software of the current manufacturer, corrects the third position information, the fourth position information, the fifth position information, and the sixth position information, and adjusts the calculated sum of the first time and the second time or the sum of the first time, the second time, and the third time according to the corrected position information;

[0079] In the second case, if the third identification information is set in the first transfer intermediate node information, then:

[0080] The second server notifies the first server to obtain real-time public transportation operation information from all manufacturers' navigation software. The second server updates the historical planned path information based on the real-time public transportation operation information obtained from all manufacturers' navigation software, and corrects the third position information, the fourth position information, the fifth position information, and the sixth position information based on the updated historical planned path information of software from other manufacturers except the current manufacturer's navigation software, and adjusts the calculated sum of the first time and the second time or the sum of the first time, the second time, and the third time according to the corrected position information.

[0081] Example 2

[0082] Based on the first embodiment, this embodiment provides a dynamic transfer path planning method based on multiple public transportation modes applied to a dynamic transfer path planning system based on multiple public transportation modes. Figure 2 , wherein the method comprises the following steps:

[0083] S1. Obtaining a navigation request instruction from the installed navigation software through the client;

[0084] S2. Receiving, through the first server, a navigation request instruction from a client terminal where the navigation software of the corresponding manufacturer resides, obtaining initial planned path information in response to the navigation request instruction, and extracting first intermediate transfer node information in response to the navigation request instruction from the initial planned path information;

[0085] S3. Receive the first intermediate transfer node information through a second server, and dynamically correct the first intermediate transfer node information based on historical planned route information of software from other manufacturers except the current manufacturer's navigation software;

[0086] S4. Generating second transfer intermediate node information after dynamic correction, and generating final path planning information in response to the current navigation request instruction based on the second transfer intermediate node information;

[0087] S5. Send the final path planning information in response to the current navigation request instruction to the client.

[0088] According to the description of the first embodiment, the application scenario and implementation principle of this embodiment are consistent with those of the first embodiment, and therefore will not be described in detail.

[0089] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A dynamic transfer route planning system based on multiple public transportation modes, characterized by: include: A client, having navigation software installed therein, configured to obtain a navigation request instruction from the navigation software and to obtain final path planning information in response to the current navigation request instruction from the second server; a first server storing historical planned route information of a current manufacturer's navigation software, configured to receive a navigation request instruction from a client terminal of the corresponding manufacturer's navigation software, obtain initial planned route information responsive to the navigation request instruction based on the historical planned route information of the current manufacturer's navigation software stored in the first server, and extract first transfer intermediate node information responsive to the navigation request instruction from the initial planned route information; After the first server receives the navigation request instruction from the client where the navigation software of the corresponding manufacturer is located, the method further includes: The first server determines whether it is the first time to receive the navigation request instruction sent by the client; If so, forwarding the navigation request instruction to the second server, directly retrieving the stored historical planned route information of all manufacturers through the second server, and generating final route planning information in response to the current navigation request instruction based on the historical planned route information of all manufacturers, and synchronizing the final route planning information with the first server corresponding to the navigation software of the corresponding manufacturer, and forwarding it to the client through the first server; Otherwise, obtaining initial planned path information in response to the navigation request instruction; The second server stores the historical planned path information of all manufacturers' navigation software, and is used to dynamically correct the first transfer intermediate node information based on the historical planned path information of other manufacturers' software except the current manufacturer's navigation software, generate the second transfer intermediate node information after the dynamic correction, and generate the final path planning information in response to the current navigation request instruction based on the second transfer intermediate node information.

2. The dynamic transfer route planning system based on multiple public transportation modes according to claim 1 is characterized in that: The first server also stores first identification information of the corresponding manufacturer's navigation software; When the first server receives the navigation request instruction sent by the client, it determines whether the navigation request instruction contains the first identification information. If it does, it obtains the initial planned path information in response to the navigation request instruction; otherwise, it sends a prompt message to the client.

3. The dynamic transfer route planning system based on multiple public transportation modes according to claim 1 is characterized in that: The navigation request instruction includes the user's starting point location information and destination information.

4. The dynamic transfer route planning system based on multiple public transportation modes according to claim 3 is characterized in that: The first server acquiring the initial planned path information in response to the navigation request instruction refers to: The first server obtains, based on the user's starting point location information, first type of public transportation stops and first location information within a first specified distance from the user, and calculates a first time for the user to walk or ride from the starting point to the first location of each first type of public transportation stop; Obtaining, based on the user's destination information, second-type public transportation stops and second location information within a second specified range, and determining whether there is a public transportation stop of the second type that allows direct transfer and overlaps with the first-type public transportation stop; if so, calculating a second time for the user to walk or ride from the overlapping public transportation stop to the destination; Based on the principle that the sum of the first time and the second time is minimized, initial planned path information is planned for the navigation request instruction.

5. The dynamic transfer route planning system based on multiple public transportation modes according to claim 4 is characterized in that: If it is determined that there is no public transportation station of the second type that can be directly transferred and overlaps with the public transportation station of the first type, then obtaining a public transportation station of the second type for transferring after traveling through the public transportation station of the first type and exiting the station, and calculating a third time for the user to transfer from the public transportation station of the first type to the public transportation station of the second type; Based on the principle that the sum of the first time, the second time and the third time is minimized, initial planned path information is planned for the navigation request instruction.

6. The dynamic transfer route planning system based on multiple public transportation modes according to claim 5 is characterized in that: Extracting the first intermediate transfer node information in response to the navigation request instruction from the initial planned path information means: If the initial planned path information is planned based on the principle of minimizing the sum of the first time and the second time, third position information of a first-type public transportation station for directly transferring to a second-type public transportation station and fourth position information of a second-type public transportation station for directly transferring to the first-type public transportation station are obtained, and the third position information and the fourth position information are used as first transfer intermediate node information; If the initial planned path information is planned based on the principle of minimizing the sum of the first time, the second time and the third time, the fifth position information of the first type of public transportation station for transferring to the second type of public transportation station after exiting the station and the sixth position information of the second type of public transportation station for transferring to the first type of public transportation station are obtained, and the fifth position information and the sixth position information are used as the first transfer intermediate node information.

7. The dynamic transfer route planning system based on multiple public transportation modes according to claim 1 is characterized in that: Before the second server dynamically corrects the first transfer intermediate node information based on historical planned path information of software of other manufacturers except the current manufacturer's navigation software, the method further includes: determining, by the client, whether the navigation request instruction is obtained from a single navigation software; if so, assigning second identification information to the navigation request instruction, and sending the navigation request instruction assigned with the second identification information to the first server; After the first server extracts the first transfer intermediate node information in response to the navigation request instruction, it sets the second identification information in the first transfer intermediate node information and sends it to the second server; Otherwise, the client assigns third identification information to the navigation request instruction, and sends the navigation request instruction assigned with the third identification information to the first server; After the first server extracts the first intermediate transfer node information in response to the navigation request instruction, it sets third identification information in the first intermediate transfer node information and sends it to the second server.

8. The dynamic transfer route planning system based on multiple public transportation modes according to claim 7 is characterized in that: When the second server receives the first intermediate transfer node information, dynamically correcting the first intermediate transfer node information based on historical planned route information of software of other manufacturers except the current manufacturer's navigation software means: If the second identification information is set in the first transfer intermediate node information, then: The second server retrieves stored historical planned path information of software of other manufacturers except the navigation software of the current manufacturer, corrects the third position information, the fourth position information, the fifth position information, and the sixth position information, and adjusts the calculated sum of the first time and the second time or the sum of the first time, the second time, and the third time according to the corrected position information; If the third identification information is set in the first transfer intermediate node information, then: The second server notifies the first server to obtain real-time public transportation operation information from all manufacturers' navigation software. The second server updates the historical planned path information based on the real-time public transportation operation information obtained from all manufacturers' navigation software, and corrects the third position information, the fourth position information, the fifth position information, and the sixth position information based on the updated historical planned path information of software from other manufacturers except the current manufacturer's navigation software, and adjusts the calculated sum of the first time and the second time or the sum of the first time, the second time, and the third time according to the corrected position information.

9. A method for dynamic transfer path planning based on multiple public transportation modes applied to a dynamic transfer path planning system based on multiple public transportation modes according to any one of claims 1 to 8, characterized in that: The steps include: Obtain navigation request instructions from the installed navigation software through the client; receiving, through a first server, a navigation request instruction from a client terminal of a corresponding manufacturer's navigation software, obtaining initial planned path information in response to the navigation request instruction, and extracting first transfer intermediate node information in response to the navigation request instruction from the initial planned path information; receiving the first transfer intermediate node information through a second server, and dynamically correcting the first transfer intermediate node information based on historical planned route information of software of other manufacturers except the current manufacturer's navigation software; generating second transfer intermediate node information after dynamic correction, and generating final path planning information in response to the current navigation request instruction based on the second transfer intermediate node information; The final path planning information in response to the current navigation request instruction is sent to the client.

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