Wide area navigation path planning system based on passenger behavior

Abstract

The application provides a wide area navigation path planning system based on passenger behavior; the system comprises: at least one positioning base station is arranged in a station site, each positioning base station broadcasts at least one positioning signal containing base station identification information in real time; a mobile terminal enters a signal range according to a station outside navigation path, wherein the station inside navigation path is obtained by matching travel information and regional map based on a path planning strategy of passenger indication; the positioning signal is received in real time and the base station identification information and direction intensity information are analyzed to generate real time position calculation information uploaded to a service terminal; the service terminal calculates a real time position in the station based on the base station position information and the calculation information, and returns the mobile terminal to update the current position in the regional map, so that seamless connection and accurate positioning of station inside and outside navigation are realized; the problem of unstable signal in a complex station environment, which leads to insufficient station inside positioning accuracy, can be solved; and the positioning and navigation accuracy is improved.

Description

Technical Field

[0001] This invention relates to the field of navigation and positioning technology, and in particular to a wide-area navigation route planning system based on passenger behavior. Background Technology

[0002] With the continuous growth of passenger travel demand, station navigation systems have emerged. Relying on indoor and outdoor online guidance service technology, this system aims to provide accurate and efficient location information and navigation planning support for different passenger groups. By integrating functions such as precise positioning, personalized route planning, real-time location search, and intelligent navigation, the system not only significantly improves the passenger travel experience but also effectively reduces station service costs, providing crucial support for intelligent traffic management.

[0003] Currently, existing indoor navigation systems rely on Bluetooth or Bluetooth-integrated geomagnetic technology for positioning within stations, while the external portion connects to an external navigation system. Finally, the internal and external portions are linked to achieve integrated navigation. However, in complex station environments, the presence of numerous metal structures, signal interference sources, and signal attenuation and multipath effects due to dense crowds can lead to signal instability and insufficient positioning accuracy within the station. Summary of the Invention

[0004] In view of this, embodiments of the present invention provide a wide-area navigation path planning system based on passenger behavior to eliminate or improve one or more defects existing in the prior art. It can solve the problem of insufficient positioning accuracy within the station due to signal instability caused by signal attenuation and multipath effects resulting from numerous metal structures, signal interference sources, and dense crowds in complex station environments.

[0005] One aspect of the present invention provides a wide-area navigation route planning system based on passenger behavior, the system comprising the following steps: At least one positioning base station is deployed within the station area, and each positioning base station is used to broadcast at least one positioning signal in real time; each positioning signal contains base station identification information corresponding to the positioning base station. The mobile terminal is used to move within the signal range of at least one positioning base station while following an external navigation path, and to move according to an internal navigation path on a station area map. It receives at least one positioning signal and determines the directional strength information corresponding to each positioning signal received. It parses each received positioning signal to obtain the base station identification information corresponding to the positioning base station participating in the current positioning. It generates real-time location calculation information based on the base station identification information and directional strength information. The real-time location calculation information is then sent to a service terminal. The internal navigation path is pre-planned based on a path planning strategy based on passenger instructions, passenger travel information, and an area map. The path planning strategy includes either a shortest time strategy or a shortest distance strategy. The service terminal is used to, after receiving real-time location calculation information, determine the base station location information corresponding to the base station identification information; calculate the real-time location information of the mobile terminal within the station based on the base station location information and the real-time location calculation information; and send the real-time location information within the station to the mobile terminal. The mobile terminal is also used to update its current location on the regional map according to the real-time location information received within the station.

[0006] In some embodiments of the present invention, the positioning signal includes a Wi-Fi positioning signal, a Bluetooth iBeacon signal, and / or a Bluetooth angle of arrival signal; When the positioning signal includes Bluetooth angle of arrival (AoA) signal, the real-time location information of the mobile terminal within the station is calculated based on base station location information and real-time location calculation information, including: Based on the directional strength information in the base station location information and real-time location calculation information, the current distance between the mobile terminal and each participating base station is determined. Based on the current distance, base station location information, and a preset multilateral positioning algorithm, the real-time location information within the station is determined.

[0007] In some embodiments of the present invention, when the positioning signal includes a Wi-Fi positioning signal or a Bluetooth iBeacon signal, the real-time location information of the mobile terminal within the station is calculated based on base station location information and real-time location calculation information, including: Based on the directional strength information in the real-time location calculation information, the signal strength weight corresponding to each participating positioning base station is determined. Based on signal strength weights, base station location information, and a preset centroid positioning algorithm, the real-time location information within the station is determined.

[0008] In some embodiments of the present invention, when the positioning signal includes a Wi-Fi positioning signal, a Bluetooth iBeacon signal, and a Bluetooth angle of arrival signal, the real-time location information of the mobile terminal within the station is calculated based on base station location information and real-time location calculation information, including: Based on the directional strength information of the Wi-Fi positioning signal, the base station location information, and the preset centroid positioning algorithm, the first real-time location information is calculated. The second real-time location information is calculated based on the direction intensity information of the Bluetooth iBeacon signal, the base station location information, and the preset centroid positioning algorithm. The third real-time location information is calculated based on the direction strength information of the Bluetooth angle of arrival signal, the base station location information, and the preset polygonal positioning algorithm. Based on the directional strength information of Wi-Fi positioning signal, Bluetooth iBeacon signal and Bluetooth angle of arrival signal, the signal strength weight of each signal is determined. The first, second, and third real-time location information are integrated using a multi-data fusion algorithm and signal strength weighting to obtain the real-time location information.

[0009] In some embodiments of the present invention, passenger travel information includes train number information, seat information, ticket gate information, or passenger type; when the route planning strategy is the shortest distance strategy, before moving according to the station navigation path on the regional map of the station, the mobile terminal is further used to determine the real-time off-station location information based on real-time collected satellite positioning data; and send the real-time off-station location information and the route planning strategy information indicated by the passenger to the service terminal. The service terminal is also used to: determine the entrance closest to the mobile terminal among all entrances of the station based on real-time external location information, and use it as the target entrance; plan a navigation path from the current location to the target entrance based on the target entrance, real-time external location information, and a preset external map, and obtain the external navigation path; send the external navigation path to the mobile terminal; determine the corresponding boarding platform based on train number and seat information; plan an internal navigation path by combining the location of the target entrance, ticket gate information, passenger type, boarding platform location, and landmark guidance marked on the area map; and send the internal navigation path to the mobile terminal.

[0010] In some embodiments of the present invention, when the path planning strategy information is the shortest time strategy, the service terminal is further configured to obtain passenger flow data of each entrance to the current station, determine the entrance with the least passenger flow as the target entrance; plan an external navigation path from the current location to the target entrance based on the target entrance, real-time external location information and a preset external map; send the external navigation path to the mobile terminal; determine the corresponding boarding platform according to the passenger's train number and seat information; combine the location of the target entrance, ticket gate information and passenger type, boarding platform location, landmark guidance marked in the area map and passenger flow in each area of ​​the station, plan an internal navigation path; and send the internal navigation path to the mobile terminal.

[0011] In some embodiments of the present invention, the mobile terminal is further configured to, during the movement according to the external navigation path, switch the preset external map to a regional map when it first receives a positioning signal broadcast by at least one positioning base station, or when real-time external location information indicates that it has reached the target entrance; the regional map is marked with the internal navigation path.

[0012] In some embodiments of the present invention, when the station navigation path is a navigation path to guide passengers to exit the station or transfer, before moving according to the station navigation path pre-planned on the regional map of the station, the service terminal is also used to determine the corresponding alighting position based on the passenger's train number information and seat information; and combine the alighting position, the passenger's exit or transfer information, the layout of transfer or exit passages in the station, and the landmark guidance marked on the regional map to plan the station navigation path from the alighting position to the exit or transfer platform.

[0013] In some embodiments of the present invention, the service terminal is further configured to: acquire off-station traffic data related to the destination specified by the passenger, including bus route information, subway route information, or taxi waiting point information; acquire real-time arrival passenger flow data and queuing passenger flow data for each mode of transportation; and calculate the walking distance and waiting time required to transfer to different modes of transportation based on the off-station traffic data, arrival passenger flow data, and queuing passenger flow data, and plan and display feasible routes for each mode of transportation for the passenger.

[0014] In some embodiments of the present invention, the service terminal is further configured to plan a new intra-station navigation path based on the intra-station real-time location information when the current location indicated by the intra-station real-time location information deviates from the intra-station navigation path by a preset distance.

[0015] The beneficial effects of this invention include: The wide-area navigation path planning system based on passenger behavior of this invention can solve the problem of insufficient positioning accuracy in complex station environments, where signal attenuation and multipath effects caused by numerous metal structures, signal interference sources, and dense crowds can lead to unstable signals. By deploying at least one positioning base station within the station, multiple types of positioning signals are broadcast in real time. Each positioning signal contains the base station identification information, facilitating the parsing and association with the specific base station location. Furthermore, each signal has different propagation characteristics and anti-interference capabilities. By integrating the advantages of multiple signals, the system can effectively address the instability of a single signal, improving the success rate and accuracy of positioning within the station. Simultaneously, when the mobile terminal receives a positioning signal, it not only records the signal strength but also collects the signal direction information. This direction and strength information provides richer positioning clues, reducing errors caused by signal attenuation or multipath effects, and further improving the accuracy of positioning and navigation within the station.

[0016] In addition, by combining the positioning signals broadcast by the received positioning base stations and satellite positioning information, and through preset indoor and outdoor connection points (such as entrances and exits), indoor and outdoor routes are planned in advance and navigation information is updated in real time. The wide-area navigation route planning system based on passenger behavior is seamlessly connected with external navigation systems (such as Gaode and Baidu Maps), realizing a smooth transition between in-station and out-of-station navigation when passengers enter and exit the station. It achieves integrated navigation from any starting point to the target location in the station, eliminates the gap between indoor and outdoor navigation, and provides a seamless navigation experience throughout the entire process, which can greatly improve the convenience of passenger travel.

[0017] In addition, differentiated services are provided based on passenger type. For key passengers, accessible routes are planned; for business travelers, business routes are planned; and for general passengers, efficient and convenient universal route planning is offered. Furthermore, navigation routes are dynamically adjusted based on specific passenger needs, recommending the most suitable walking routes. This meets the personalized needs of different passenger groups, enhancing the targeting and humanization of services. Simultaneously, through differentiated services, passenger satisfaction and travel efficiency are improved.

[0018] In addition, by integrating passenger travel data, station operation data, and external traffic data into a wide-area navigation route planning system based on passenger behavior, and combining dynamic data to dynamically adjust navigation routes, the route planning becomes more accurate. At the same time, the introduction of dynamic data can alleviate passenger flow pressure and improve the convenience and efficiency of passenger travel.

[0019] Additional advantages, objects, and features of the invention will be set forth in part in the description which follows, and will also become apparent in part to those skilled in the art upon studying the description, or may be learned by practice of the invention. The objects and other advantages of the invention can be realized and obtained by means of the structures specifically pointed out in the description and drawings.

[0020] Those skilled in the art will understand that the objectives and advantages achievable with the present invention are not limited to those specifically described above, and that the above and other objectives achievable with the present invention will become clearer from the following detailed description. Attached Figure Description

[0021] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this application, are not intended to limit the scope of the invention. In the drawings: Figure 1 This is a schematic diagram of the structure of a wide-area navigation path planning system based on passenger behavior provided in an embodiment of the present invention.

[0022] Figure 2 This is a schematic diagram illustrating the location relationship between a mobile terminal and a positioning base station according to an embodiment of the present invention.

[0023] Figure 3 This is a schematic diagram of the structure of a wide-area navigation path planning system based on passenger behavior provided in an embodiment of the present invention.

[0024] Figure 4 This is a schematic diagram illustrating the location relationship between a mobile terminal and a positioning base station according to an embodiment of the present invention. Detailed Implementation

[0025] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the embodiments and accompanying drawings. Here, the illustrative embodiments and descriptions of this invention are used to explain the invention, but are not intended to limit the invention.

[0026] It should also be noted that, in order to avoid obscuring the invention with unnecessary details, only the structures and / or processing steps closely related to the solution according to the invention are shown in the accompanying drawings, while other details that are not closely related to the invention are omitted.

[0027] It should be emphasized that the term "including / comprises" as used herein refers to the presence of a feature, element, step, or component, but does not exclude the presence or addition of one or more other features, elements, steps, or components.

[0028] It should also be noted that, unless otherwise specified, the term "connection" in this article can refer not only to a direct connection, but also to an indirect connection involving an intermediary.

[0029] In the following description, embodiments of the invention will be illustrated with reference to the accompanying drawings. In the drawings, the same reference numerals represent the same or similar parts, or the same or similar steps.

[0030] This embodiment provides a schematic diagram of a wide-area navigation route planning system based on passenger behavior. (See diagram below.) Figure 1 As shown, the wide-area navigation path planning system based on passenger behavior includes: at least one positioning base station 110, a mobile terminal 120, and a service terminal 130 located within the station area.

[0031] A positioning base station 110 refers to a base station capable of broadcasting at least one positioning signal. In a station location, at least one positioning base station 110 is deployed, and the positioning signal broadcasting ranges of adjacent positioning base stations 110 are adjacent or overlap.

[0032] In some embodiments of the present invention, the positioning base station 110 includes, but is not limited to, Bluetooth base stations and / or wireless network base stations, and the positioning signal broadcast range of different types of positioning base stations 110 may be the same or different.

[0033] The Bluetooth base station includes Bluetooth iBeacon signal base stations and / or Bluetooth Angle of Arrival (AoA) signal base stations. Correspondingly, the positioning signal includes Wi-Fi positioning signal, Bluetooth iBeacon signal, or Bluetooth Angle of Arrival signal.

[0034] In actual implementation, the positioning base station 110 may also include an ultrasonic base station, an ultra-wideband (UWB) base station, a radio frequency identification (RFID) base station, a ZigBee base station, and / or electromagnetic devices; this embodiment does not limit the base station type of the positioning base station 110.

[0035] In some embodiments of the present invention, each positioning base station 110 is used to broadcast at least one positioning signal in real time.

[0036] Each positioning signal contains base station identification information for the corresponding positioning base station 110, which is used to uniquely indicate the positioning base station 110; the base station identification information corresponding to different positioning base stations 110 is different.

[0037] In some embodiments of the present invention, the base station identification information includes a MAC address or a Basic Service Set Identifier (BSSID).

[0038] In practice, the base station identification information can also be numbers, letters, or a combination of numbers and letters. This embodiment does not limit the implementation method of the base station identification information.

[0039] In addition, the location signal may also include a broadcast timestamp corresponding to the broadcast time of the location signal, which is used to indicate the broadcast time of the location signal.

[0040] In some embodiments of the present invention, the positioning base station 110 is deployed within the station area. Through the coordinated operation of multiple positioning base stations 110, it is ensured that the broadcast range of the positioning signal can completely cover the entire station area. For example... Figure 2 As shown, when the mobile terminal 120 enters the station area and moves to the signal broadcast range of a certain positioning base station 110, the mobile terminal 120 will receive and parse the positioning signal broadcast by the positioning base station 110.

[0041] Mobile terminal 120 refers to an electronic device capable of receiving positioning signals broadcast by positioning base station 110, including but not limited to mobile phones or tablets. Generally, mobile terminal 120 has a station navigation program installed.

[0042] In some embodiments of the present invention, the station navigation program is a program installed on the mobile terminal 120. This station navigation program has the function of calling and displaying a regional map. The station navigation program can be a separately developed application or a functional module embedded in an existing program, such as a mini-program or a webpage. This embodiment does not limit the implementation method of the station navigation program.

[0043] In actual implementation, the mobile terminal 120 can also be a self-moving device used for station navigation, such as a self-moving station navigation robot. This embodiment does not limit the device type of the mobile terminal 120.

[0044] In some embodiments of the present invention, the mobile terminal 120 is configured to move along an in-station navigation path on a station location map when it moves to the signal range of at least one positioning base station according to an external navigation path, and receive at least one positioning signal, determine the directional strength information corresponding to each positioning signal received; parse each positioning signal received to obtain the base station identification information corresponding to the positioning base station participating in the current positioning; generate real-time location calculation information based on the base station identification information and directional strength information; and send the real-time location calculation information to the service terminal 130.

[0045] Among them, the regional map refers to a pre-drawn map of the station area, which is used to provide detailed information on the station layout.

[0046] Because large railway stations typically have complex ticket gate distributions, entrance / exit and transfer area layouts, in order to improve the detail of the regional map, some embodiments of this invention include detailed annotations of Points of Interest (POIs) in the regional map. Specifically, the annotations of POIs in the regional map are categorized into entrance-related locations, exit-related locations, and platform-related locations.

[0047] The signage for station entrances includes marking the locations of the regular and business entrances, the locations and numbers of self-service and manual real-name registration gates, the location and number of the security checkpoints and indicating that one-way entrances must have "no backflow" signs, the locations and numbers of automatic ticket vending machines and manual ticket counters, the locations of escalators, elevators, and staircases, the locations of accessible pathways, the locations and numbers of ticket gates, and the locations of service counters, priority service areas, medical service areas, and security posts.

[0048] The locations related to exiting the station include marking the location and number of each exit, marking the location and number of self-service exit gates and manual exit gates, indicating that one-way exits must have "no backflow" signs, marking the location of ticket counters, marking the location of exit elevators, escalators, and staircases; and marking the location of various municipal transportation facilities (such as taxis, ride-hailing vehicles, buses, subways, airport express lines, etc.).

[0049] The relevant locations of the platform include the location and number of the platform, the location and number of the carriage, the location of escalators, elevators, and staircases, the location of accessible pathways, and the location of safety warning signs.

[0050] The navigation route is a pre-planned movement route within the station area based on a regional map, providing passengers with efficient and convenient guidance from their origin to their destination. The planning of the navigation route comprehensively considers points of interest markers on the regional map, passenger travel data, and the actual layout characteristics of the station to ensure the route's rationality, safety, and practicality.

[0051] In some embodiments of the present invention, the navigation path includes a navigation path that guides passengers to board a vehicle, a navigation path that guides passengers to exit the station, or a navigation path that guides passengers to transfer within the same station.

[0052] When the station's navigation path guides passengers to their trains, the navigation route is planned by combining passenger travel data and landmarks marked on the regional map. Passenger travel information includes train number, seat information, ticket gate information, or passenger type, providing passengers with a full-process navigation service from entering the station to boarding the train. Simultaneously, to ensure the accuracy and efficiency of the navigation path, considering the complex layout of the station, points of interest marked on the regional map, such as entrances, ticket gates, escalators, and accessible pathways, are used to optimize route planning.

[0053] In some embodiments of the present invention, the navigation path is pre-planned based on a route planning strategy according to passenger instructions, passenger travel information, and a regional map. The route planning strategy includes a shortest distance strategy and a shortest time strategy.

[0054] When the route planning strategy indicated by the passenger is the shortest distance strategy, refer to Figure 3 The system receives satellite positioning data via mobile terminal 120 to determine the passenger's real-time location outside the station. This real-time location is then sent to service terminal 130. Based on this location, service terminal 130 determines the entrance closest to the mobile terminal among all station entrances, designating it as the target entrance. It then uses a pre-set external map (such as Gaode Maps or Baidu Maps) to plan an external navigation route from the real-time location to the target entrance and sends this route to mobile terminal 120, displaying it on the map for the passenger. Next, service terminal 130, starting from the target entrance and ending at the target platform, uses landmarks on the station's regional map to plan an internal navigation route from the target entrance to the target platform and sends this route to mobile terminal 120.

[0055] Specifically, when the path planning strategy is the shortest distance strategy, before moving according to the pre-planned in-station navigation path on the regional map of the station, the mobile terminal 120 is also used to determine the real-time off-station location information based on the real-time collected satellite positioning data; and send the real-time off-station location information and the path planning strategy information indicated by the passenger to the service terminal.

[0056] The service terminal 130 is also used to determine the entrance closest to the mobile terminal among all entrances of the station based on real-time off-site location information, and use it as the target entrance; based on the target entrance, real-time off-site location information and preset off-site map, plan a navigation path from the current location to the target entrance, and obtain an off-site navigation path; send the off-site navigation path to the mobile terminal; determine the corresponding boarding platform according to train number information and seat information; and plan an in-station navigation path by combining the location of the target entrance, ticket gate information and passenger type, the location of the boarding platform and landmark guidance marked in the area map.

[0057] Customized navigation routes within the station are planned based on the needs of different passenger types. For passengers with special needs (such as the elderly, pregnant women, and people with disabilities), accessible navigation routes are planned based on their specific requirements and the location information of accessible facilities within the station. For example, upon entering the station, the route is planned to the accessible service window / customer service center based on the station's layout or accessible service window information; elevators (avoiding stairs), accessible passageways, and manual ticket gates are planned within the station; and on the platform, the route is planned to the nearest boarding carriage based on train formation, passenger seating, and landmark information, completing the entire accessible navigation route planning for the entire journey connecting the station's interior and exterior.

[0058] When the passenger type is business traveler, a business navigation route is planned by combining passenger ticket information, train number, seat information, and business class waiting area information. For example, the route is planned to enter the station as a business passage, to the business waiting area in the waiting room, to the manual / business ticket gates at the ticket gates, and to the business boarding carriage entrance on the platform based on train formation, passenger seat information, and landmark information, thus completing the full-range wide-area navigation route planning for the entire journey connecting inside and outside the station.

[0059] When the station's internal navigation path guides passengers out of the station, the navigation path is planned by combining passenger travel data and landmarks marked on the regional map. Passenger travel data includes the passenger's purchased train number and seat information. This information is used to determine the passenger's alighting location and target exit, thus providing a full-process navigation service from disembarkation to exit. Simultaneously, to ensure the accuracy and efficiency of the navigation path, it is also necessary to comprehensively consider the complex layout of the station and fully utilize points of interest marked on the regional map, such as platform exits, transfer passages, escalators, and accessible pathways, to optimize path planning.

[0060] When the passenger's indicated route planning strategy is the shortest time strategy, the mobile terminal 120 receives satellite positioning data to determine the passenger's real-time off-station location and sends it to the service terminal 130. The service terminal 130 obtains current station operation data, determines the customer flow data for each entrance, and based on the passenger flow data, identifies the entrance with the least passenger flow among all entrances in the station area as the target entrance. It then plans an off-station navigation route from the real-time off-station location to the target entrance using a preset off-station map (such as Gaode Map or Baidu Map) and sends it to the mobile terminal 120. Subsequently, the service terminal 130, starting from the target entrance and ending at the target platform, plans an in-station navigation route from the target entrance to the target platform using landmarks marked on the station area map and passenger flow in each area, and sends it to the mobile terminal 120.

[0061] Specifically, when the path planning strategy is the shortest time strategy, before moving according to the pre-planned in-station navigation path on the regional map of the station, the service terminal 130 is also used to: obtain passenger flow data of each entrance of the current station, determine the entrance with the least passenger flow as the target entrance; plan the in-station navigation path from the current location to the target entrance based on the target entrance, real-time external location information and the pre-set external map, and send the external navigation path to the mobile terminal; determine the corresponding boarding platform according to the train number information and seat information; and plan the in-station navigation path by combining the location of the target entrance, ticket gate information and passenger type, the location of the boarding platform and the landmark guidance marked in the regional map.

[0062] As the mobile terminal 120 moves along the external navigation path, it receives satellite positioning data in real time to update the real-time external location information and update the preset external map. When the updated real-time external location information indicates that the current location of the mobile terminal 120 is at the target entrance, it determines that the external navigation is complete, switches the preset external map to the regional map of the station, and marks the internal navigation path on the regional map for navigation within the station.

[0063] Alternatively, after the mobile terminal 120 moves to the signal broadcast range of any positioning base station 110, it is determined that the mobile terminal 120 is located within the station area. At this time, the preset external map is switched to the regional map of the station area, and the navigation path within the station is marked on the regional map for navigation within the station area.

[0064] Specifically, the mobile terminal 120 is also used to switch the preset external map to a regional map when, during the movement according to the external navigation path, it receives a positioning signal broadcast by at least one positioning base station for the first time, or when real-time external location information indicates that it has reached the target entrance; the regional map is marked with the internal navigation path.

[0065] When the navigation path within the station guides passengers to exit the station or transfer within the same station, the system combines passenger travel data, including the current train number, the target transfer train number, and the corresponding seat information, to determine the passenger's disembarkation location and the boarding location (including the target platform and ticket gate) or exit of the target transfer train. This provides passengers with a full-process navigation service from disembarking to boarding the train at the transfer platform or exiting the station.

[0066] Specifically, before moving according to the pre-planned in-station navigation path on the regional map of the station, the mobile terminal 120 is also used to determine the corresponding alighting position based on the passenger's train number and seat information; and combined with the alighting position, the passenger's exit or transfer information, the layout of transfer or exit passages in the station, and the landmark guidance marked on the regional map, to plan the in-station navigation path from the alighting position to the exit or transfer platform.

[0067] After the mobile terminal 120 enters the station from the target entrance or alighting position, it moves according to the pre-planned navigation path in the station on the area map. During the movement, it receives a positioning signal broadcast by at least one positioning base station 110. Upon receiving the positioning signal, it determines the direction and strength information of the positioning signal and then parses the positioning signal to obtain the base station identification information corresponding to the positioning base station 110 that broadcast the positioning signal.

[0068] The directional strength information includes the directional information and the strength information of the positioning signal. The directional information represents the spatial angle or orientation information of the positioning signal when it propagates from the positioning base station 110 to the mobile terminal 120, which helps to determine the specific location or direction of the signal source. The strength information of the positioning signal refers to the energy level of the positioning signal when it is detected by the mobile terminal 120, usually expressed in the form of signal power or field strength, reflecting the degree of attenuation of the positioning signal during its propagation from the positioning base station 110 to the mobile terminal 120.

[0069] After obtaining the base station identification information and directional strength information, the base station identification information and directional strength information are used to generate real-time location calculation information and sent to the service terminal 130.

[0070] The service terminal 130 is used to determine the base station location information corresponding to the base station identification information after receiving the real-time location calculation information; calculate the real-time location information of the mobile terminal within the station based on the base station location information and the real-time location calculation information; and send the real-time location information within the station to the mobile terminal 120.

[0071] After receiving real-time location calculation information, the service terminal 130 maps the base station identification information to the actual base station location information based on a pre-built base station location database or map data. During the deployment phase of the positioning base station 110, the locations of all positioning base stations 110 are measured in advance and recorded in a database or map data. When the service terminal 130 receives the base station identification information, it queries the database or map data to obtain the corresponding base station location information.

[0072] Through the above steps, the serving terminal 130 successfully obtains the specific location information of the base station. Next, the serving terminal 130 will combine the base station location information and real-time location calculation information to further calculate the real-time location information of the mobile terminal 120 within the station. The specific calculation method will vary depending on the type of positioning signal.

[0073] When the positioning signal includes the Bluetooth angle of arrival signal, the serving terminal 130 determines the current distance between the mobile terminal and each participating positioning base station 110 based on the base station location information and the directional strength information in the real-time location calculation information. Subsequently, the serving terminal 130 uses the current distance, base station location information, and a preset multilateration (MLT) algorithm to finally determine the real-time location information within the station. This method can fully utilize the directionality and accuracy of the Bluetooth angle of arrival signal, providing support for high-precision positioning.

[0074] For example, consider a mobile terminal 120 receiving location signals broadcast from location base stations A, B, and C. Their locations are known and recorded in the database of the service terminal 130. The location information for location base station A is (x=0, y=0), for location base station B it is (x=10, y=0), and for location base station C it is (x=5, y=10). After receiving the location signal broadcast from location base station A, the mobile terminal 120 determines that the directional angle of location base station A is 45° and the signal strength is -60dBm; after receiving the location signal broadcast from location base station B, it determines that the directional angle of location base station B is 135° and the signal strength is -65dBm; and after receiving the location signal broadcast from location base station C, it determines that the directional angle of location base station C is 270° and the signal strength is -55dBm. Based on the direction angle and signal strength of the Bluetooth angle of arrival signal, and combined with the propagation model (such as the free space path loss model), the service terminal 130 can estimate the current distance between the mobile terminal and each base station, including the distance from the mobile terminal 120 to the positioning base station A being 5 meters, the distance from the mobile terminal 120 to the positioning base station B being 8 meters, and the distance from the mobile terminal 120 to the positioning base station C being 7 meters. Then, the service terminal 130 uses the above distance information and the location information of each positioning base station to calculate the coordinates of the mobile terminal 120 through a multilateral positioning algorithm, that is, the real-time location information of the mobile terminal 120 within the station.

[0075] Specifically, when the positioning signal includes the Bluetooth angle of arrival signal, the real-time location information of the mobile terminal within the station is calculated based on the base station location information and the real-time location calculation information. This includes: determining the current distance between the mobile terminal and each participating base station based on the directional strength information in the base station location information and the real-time location calculation information; and determining the real-time location information within the station based on the current distance, the base station location information, and the preset multilateral positioning algorithm.

[0076] However, although Bluetooth AoA technology has high measurement accuracy, it relies on a high-precision antenna array. In order to realize the AoA function, the mobile terminal 120 needs to be equipped with an array of multiple antennas to detect the angle of signal arrival. At the same time, AoA signals are susceptible to multipath effects. In complex indoor environments (such as shopping malls, stations, etc.), the signal may be reflected by walls, furniture or other obstacles, and the coverage of AoA signals is smaller than that of Wi-Fi positioning signals or Bluetooth iBeacon signals.

[0077] Therefore, during the movement of the mobile terminal 120, there is a possibility that the Bluetooth angle of arrival signal may not be received or the quality of the received Bluetooth angle of arrival signal may be poor. In this case, it is necessary to determine the real-time location of the mobile terminal 120 based on the Wi-Fi positioning signal or the Bluetooth iBeacon signal, and to use the Centroid Localization Algorithm (CLA) to adapt to the characteristics of these signals.

[0078] Specifically, when the positioning signal includes a Wi-Fi positioning signal or a Bluetooth iBeacon signal, the real-time location information of the mobile terminal within the station is calculated based on the base station location information and the real-time location calculation information. This includes: determining the signal strength weight corresponding to each participating base station based on the directional strength information in the real-time location calculation information; and determining the real-time location information within the station based on the signal strength weight, the base station location information, and the preset centroid positioning algorithm.

[0079] In scenarios involving Wi-Fi positioning signals or Bluetooth iBeacon signals, the signal strength weight is a value determined based on the directional strength information in the real-time location calculation information. It reflects the degree of influence of each participating positioning base station 110 on the final positioning result. The signal strength weight is positively correlated with the signal strength information. Positioning base stations 110 with higher signal strength are typically assigned a greater weight, thereby improving positioning accuracy.

[0080] In some embodiments of the present invention, the signal strength of each positioning signal received by the mobile terminal 120 can be normalized to obtain the signal strength weight corresponding to each positioning signal.

[0081] In actual implementation, refer to Figure 4When the mobile terminal 120 receives multiple types of positioning signals at the same time, in order to improve positioning accuracy and reliability, the service terminal 130 needs to integrate the data of multiple signals for comprehensive calculation.

[0082] Specifically, when the positioning signals include Wi-Fi positioning signals, Bluetooth iBeacon signals, and Bluetooth angle of arrival signals, the real-time location information of the mobile terminal within the station is calculated based on base station location information and real-time location calculation information. This includes: calculating a first real-time location based on the directional strength information of the Wi-Fi positioning signal, base station location information, and a preset centroid positioning algorithm; calculating a second real-time location based on the directional strength information of the Bluetooth iBeacon signal, base station location information, and a preset centroid positioning algorithm; calculating a third real-time location based on the directional strength information of the Bluetooth angle of arrival signal, base station location information, and a preset multilateral positioning algorithm; determining the signal strength weight corresponding to each signal based on the directional strength information of the Wi-Fi positioning signal, the Bluetooth iBeacon signal, and the Bluetooth angle of arrival signal; and integrating the first, second, and third real-time location information using a multi-data fusion algorithm and signal strength weights to obtain the final real-time location information.

[0083] After calculating the real-time location information of the mobile terminal 120, the service terminal 130 sends the real-time location information to the mobile terminal 120. Upon receiving the real-time location information within the station, the mobile terminal 120 dynamically updates its current location on the map based on the markings in the regional map, providing passengers with an intuitive location display and offering basic data support for subsequent navigation route planning. Specifically, the mobile terminal 120 is also used to update its current location on the regional map according to the real-time location information received within the station.

[0084] In some embodiments of the present invention, as the mobile terminal 120 moves along the station navigation path, it is also necessary to dynamically adjust the station navigation path by combining the passenger's real-time location information and the real-time conditions within the station. Specifically, the service terminal 130 is also used to plan a new station navigation path based on the current location when the current location deviates from the preset distance of the station navigation path.

[0085] In addition, in cases of temporary closures or peak passenger flow, it is necessary to quickly replan the station's navigation routes to ensure passengers can reach the boarding platform smoothly. Furthermore, in practice, personalized navigation suggestions can be provided based on passengers' specific needs (such as whether they are carrying large luggage or require accessible pathways), further enhancing their travel experience.

[0086] In addition, after the mobile terminal 120 leaves the station, it automatically retrieves relevant off-station transportation data based on the passenger's specified destination, including bus route information, subway route information, and taxi waiting point information. Simultaneously, it combines real-time arriving passenger flow data and queuing passenger flow data for each mode of transportation to calculate the walking distance and waiting time required for transferring to different modes of transportation. Based on this data, it plans feasible routes for passengers to transfer to different modes of transportation such as buses, subways, or taxis, providing detailed information for passengers to choose from. For route planning outside the station, it utilizes services from Gaode Maps or Baidu Maps to complete wide-area navigation route planning from inside the station to outside, ensuring that passengers can smoothly reach their final destination.

[0087] The service terminal 130 is also used to obtain off-station traffic data related to the destination specified by the passenger, including bus route information, subway route information, or taxi waiting point information; obtain real-time arrival passenger flow data and queuing passenger flow data for each mode of transportation; and calculate the walking distance and waiting time required to transfer to different modes of transportation based on the off-station traffic data, arrival passenger flow data, and queuing passenger flow data, and plan and display the feasible routes corresponding to each mode of transportation for the passenger.

[0088] In some embodiments of the present invention, the off-station traffic data also includes weather data or road congestion data. The weather data includes weather data for passenger departure stations, arrival stations, and transit stations.

[0089] Furthermore, in practical implementation, due to the complexity of environmental factors, the mobile terminal 120 may fail to receive positioning signals or receive positioning signals of poor quality. For example, large metal objects, walls, or other obstacles may obstruct or interfere with wireless signals, causing signal attenuation or loss, thereby affecting positioning accuracy. To solve this problem, the mobile terminal 120 can introduce geomagnetic positioning, inertial navigation, 5G-assisted positioning technology, etc., as supplementary means.

[0090] Among them, geomagnetic positioning uses changes in the Earth's natural magnetic field and the environmental magnetic field to calculate the location, providing a relatively stable positioning reference even in areas with weak wireless signals.

[0091] Inertial navigation systems (INS) measure an object's acceleration and angular velocity, and calculate the object's position, velocity, and attitude by integrating these data.

[0092] With its high bandwidth, low latency, and massive connection capacity, 5G technology can provide more accurate spatiotemporal information support for indoor positioning. By combining geomagnetic positioning with 5G technology, continuous and reliable positioning services can still be provided to passengers even when positioning signals are unstable, further enhancing the robustness and applicability of the overall navigation system.

[0093] In summary, the wide-area navigation path planning system based on passenger behavior provided in this embodiment can solve the problem of signal instability and insufficient positioning accuracy in complex station environments due to signal attenuation and multipath effects caused by numerous metal structures, signal interference sources, and dense crowds. By deploying at least one positioning base station within the station, multiple types of positioning signals are broadcast in real time. Each positioning signal contains the base station identification information, facilitating the parsing and association with the specific base station location. Furthermore, each signal has different propagation characteristics and anti-interference capabilities. By integrating the advantages of multiple signals, the system can effectively address the instability of a single signal, improving the success rate and accuracy of positioning within the station. Simultaneously, when the mobile terminal receives a positioning signal, it not only records the signal strength but also collects the signal direction information. This direction and strength information provides richer positioning clues, reducing errors caused by signal attenuation or multipath effects, and further improving the accuracy of positioning and navigation within the station.

[0094] In addition, by combining the positioning signals broadcast by the received positioning base stations and satellite positioning information, and through preset indoor and outdoor connection points (such as entrances and exits), indoor and outdoor routes are planned in advance and navigation information is updated in real time. The wide-area navigation route planning system based on passenger behavior is seamlessly connected with external navigation systems (such as Gaode and Baidu Maps), realizing a smooth transition between in-station and out-of-station navigation when passengers enter and exit the station. It achieves integrated navigation from any starting point to the target location in the station, eliminates the gap between indoor and outdoor navigation, and provides a seamless navigation experience throughout the entire process, which can greatly improve the convenience of passenger travel.

[0095] In addition, differentiated services are provided based on passenger type. For key passengers, accessible routes are planned; for business travelers, business routes are planned; and for general passengers, efficient and convenient universal route planning is offered. Furthermore, navigation routes are dynamically adjusted based on specific passenger needs, recommending the most suitable walking routes. This meets the personalized needs of different passenger groups, enhancing the targeting and humanization of services. Simultaneously, through differentiated services, passenger satisfaction and travel efficiency are improved.

[0096] In addition, by integrating passenger travel data, station operation data, and external traffic data into a wide-area navigation route planning system based on passenger behavior, and combining dynamic data to dynamically adjust navigation routes, the route planning becomes more accurate. At the same time, the introduction of dynamic data can alleviate passenger flow pressure and improve the convenience and efficiency of passenger travel.

[0097] Those skilled in the art will understand that the exemplary components, systems, and methods described in conjunction with the embodiments disclosed herein can be implemented in hardware, software, or a combination of both. Whether implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this invention. When implemented in hardware, it can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this invention are programs or code segments used to perform the desired tasks. The programs or code segments can be stored in a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried in a carrier wave.

[0098] It should be clarified that the present invention is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of the present invention is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of the present invention.

[0099] In this invention, features described and / or illustrated for one embodiment may be used in the same or similar manner in one or more other embodiments, and / or combined with or in place of features of other embodiments.

[0100] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, various modifications and variations of the embodiments of the present invention are possible. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A wide-area navigation path planning system based on passenger behavior, characterized in that, The system includes: At least one positioning base station is deployed within the station area, and each positioning base station is used to broadcast at least one positioning signal in real time; each positioning signal contains base station identification information corresponding to the positioning base station. A mobile terminal is configured to, when moving to the signal range of at least one positioning base station according to an external navigation path, move according to an internal navigation path on the station area map and receive at least one positioning signal, determine the directional strength information corresponding to each positioning signal received; parse each received positioning signal to obtain the base station identification information corresponding to the positioning base station participating in the current positioning; generate real-time location calculation information based on the base station identification information and the directional strength information; and send the real-time location calculation information to a service terminal. The internal navigation path is pre-planned based on a path planning strategy indicated by passengers, passenger travel information, and the area map. The path planning strategy includes a shortest time strategy or a shortest distance strategy. The path planning strategy plans accessible routes for key passengers, business routes for business passengers, and general routes for ordinary passengers; and combines internal and external passenger flow for path planning. The service terminal is configured to, upon receiving the real-time location calculation information, determine the base station location information corresponding to the base station identification information; calculate the real-time location information within the station for the mobile terminal based on the base station location information and the real-time location calculation information; and send the real-time location information within the station to the mobile terminal. The mobile terminal is also configured to update its current location in the regional map according to the real-time location information within the station when it receives the real-time location information within the station. The positioning signal includes a Wi-Fi positioning signal, a Bluetooth iBeacon signal, and / or a Bluetooth angle of arrival signal. When the positioning signal includes the Bluetooth angle of arrival signal, calculating the real-time location information of the mobile terminal within the station based on the base station location information and the real-time location calculation information includes: determining the current distance between the mobile terminal and each participating base station based on the direction strength information in the base station location information and the real-time location calculation information; and determining the real-time location information within the station based on the current distance, the base station location information, and a preset multilateral positioning algorithm. The passenger travel information includes train number information, seat information, ticket gate information, or passenger type. When the path planning strategy is the shortest distance strategy, before moving according to the station navigation path on the regional map of the station, the mobile terminal is further configured to determine real-time external location information based on real-time collected satellite positioning data; send the real-time external location information and the path planning strategy information indicated by the passenger to the service terminal; the service terminal is further configured to determine the entrance closest to the mobile terminal among all entrances of the station based on the real-time external location information, as the target entrance; plan a navigation path from the current location to the target entrance based on the target entrance, the real-time external location information, and a preset external map, obtaining the external navigation path; send the external navigation path to the mobile terminal; determine the corresponding boarding platform according to the train number information and the seat information; combine the location of the target entrance, the ticket gate information, the passenger type, the location of the boarding platform, and the landmark guidance marked in the regional map to plan the internal navigation path; send the internal navigation path to the mobile terminal. When the path planning strategy information is the shortest time strategy, the service terminal is further configured to acquire passenger flow data of each entrance to the current station, determine the entrance with the least passenger flow as the target entrance; plan the external navigation path from the current location to the target entrance based on the target entrance, the real-time external location information, and the preset external map; send the external navigation path to the mobile terminal; determine the corresponding boarding platform according to the train number information and the seat information; combine the location of the target entrance, the ticket gate information, the passenger type, the location of the boarding platform, the landmark guidance marked in the area map, and the passenger flow of each area within the station to plan the internal navigation path; and send the internal navigation path to the mobile terminal.

2. The system according to claim 1, characterized in that, When the positioning signal includes the Wi-Fi positioning signal, the Bluetooth iBeacon signal, and the Bluetooth angle of arrival signal, the step of calculating the real-time location information of the mobile terminal within the station based on the base station location information and the real-time location calculation information includes: Based on the directional strength information of the Wi-Fi positioning signal, the location information of the base station, and the preset centroid positioning algorithm, the first real-time location information is calculated. Based on the directional strength information of the Bluetooth iBeacon signal, the location information of the base station, and the preset centroid positioning algorithm, the second real-time location information is calculated. Based on the directional strength information of the Bluetooth angle of arrival signal, the base station location information, and the preset polygonal positioning algorithm, the third real-time location information is calculated. Based on the directional strength information of the Wi-Fi positioning signal, the directional strength information of the Bluetooth iBeacon signal, and the directional strength information of the Bluetooth angle of arrival signal, the signal strength weight corresponding to each signal is determined; The first real-time location information, the second real-time location information, and the third real-time location information are integrated using a multi-data fusion algorithm and the signal strength weight to obtain the real-time location information.

3. The system according to claim 1, characterized in that, The mobile terminal is also used to switch the preset external map to the regional map when, during the movement according to the external navigation path, it first receives a positioning signal broadcast by the at least one positioning base station, or the real-time external location information indicates that it has reached the target entrance. The area map shows the navigation routes within the station.

4. The system according to claim 1, characterized in that, When the station navigation path is a navigation path that guides passengers to exit the station or transfer within the same station, before moving according to the pre-planned station navigation path on the area map of the station, the service terminal is also used to determine the corresponding alighting position based on the passenger's train number and seat information; and, in combination with the alighting position, the passenger's exit or transfer information, the layout of the transfer or exit passages within the station, and the landmark guidance marked on the area map, to plan the station navigation path from the alighting position to the exit or transfer platform.

5. The system according to claim 4, characterized in that, The service terminal is also used to obtain off-site traffic data related to the destination specified by the passenger, including bus route information, subway route information or taxi waiting point information; and to obtain real-time passenger flow data upon arrival and queuing passenger flow data for various modes of transportation. Based on the external traffic data, the arriving passenger flow data, and the queuing passenger flow data, the walking distance and waiting time required to transfer to different modes of transportation are calculated, and feasible routes corresponding to each mode of transportation are planned and displayed for the passengers.

6. The system according to claim 1, characterized in that, The service terminal is also used to plan a new in-station navigation path based on the real-time location information within the station when the current location indicated by the real-time location information within the station deviates from the preset distance of the in-station navigation path.

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