CN116659515B - Navigation method and device for subway station line, electronic equipment and storage medium - Google Patents
Navigation method and device for subway station line, electronic equipment and storage medium Download PDFInfo
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Abstract
The invention discloses a navigation method and device for a line in a subway station, electronic equipment and a storage medium. Wherein the method comprises the following steps: determining an inbound station and an outbound station of a target subway line; acquiring the people flow density information in a first station of the entering station and acquiring the people flow density information in a second station of the exiting station; generating a first local navigation path of the inbound station according to the first intra-station people stream density information, and generating a second local navigation path of the outbound station according to the second intra-station people stream density information; and splicing the first local navigation path and the second local navigation path into a global navigation path of the target subway line. The invention solves the technical problem that the related technology can not carry out path navigation in the subway station, provides convenient in-station navigation service for passengers, and reduces the traffic time.
Description
Technical Field
The invention relates to the field of indoor navigation, in particular to a method and a device for navigating a line in a subway station, electronic equipment and a storage medium.
Background
In the related technology, the indoor navigation path planning field is not well utilized due to technical limitation, related applications mainly include rough time estimation of entrance and exit and transfer, evacuation path planning in emergency scenes and the like, passengers cannot make optimal path planning due to unfamiliar structures in a station, elevator stair positions and incapability of mastering real-time people flow conditions in a station during cross-station traffic, meanwhile, when different stations enter and exit, the passengers possibly need to walk from an entrance of an elevator near a vehicle head to an exit of an elevator near a vehicle tail, real-time optimization is needed according to actual conditions, and the time consumed by traffic in a subway network is reduced.
In the related art, the disadvantages mainly include the following: traditional navigation software lacks a part of indoor navigation; lack of related application technologies or implementation cases in cross-site path planning; indoor path planning in a subway station is mainly applied to emergency scenes, path planning technologies in normal operation scenes are few, and constraint factors are few in consideration.
In view of the above problems in the related art, an effective solution has not been found.
Disclosure of Invention
The invention provides a navigation method and device for a line in a subway station, electronic equipment and a storage medium.
According to an aspect of the embodiments of the present application, there is provided a method for navigating a line in a subway station, the method including: determining an inbound station and an outbound station of a target subway line; acquiring the people flow density information in a first station of the entering station and acquiring the people flow density information in a second station of the exiting station; generating a first local navigation path of the inbound station according to the first intra-station people stream density information, and generating a second local navigation path of the outbound station according to the second intra-station people stream density information; and splicing the first local navigation path and the second local navigation path into a global navigation path of the target subway line.
Further, the obtaining the first intra-station people stream density information of the station of arrival includes: acquiring a building information model BIM of the station, and acquiring a personnel density heat map of the station; and abstracting a frame diagram based on the BIM diagram, and superposing the personnel density heat diagram on the frame diagram to obtain a first density frame diagram of the station of arrival, wherein the frame diagram comprises path information and node information in the BIM diagram, and the first density frame diagram is used for representing the personnel flow density of each path position in the station of arrival.
Further, a first local navigation path of the inbound station is generated according to the first in-station people flow density information, and the outbound vehicle is generated according to the second in-station people flow density informationThe second local navigation path of the station comprises: acquiring the in-car people flow density of a plurality of subways to be entered; calculating the waiting lap number of each carriage based on the in-vehicle people flow density and the first station people flow density informationWherein i is a carriage mark; determining the boarding carriage according to the waiting lap numbers of all the carriages; and generating a first local navigation path of the station according to the people flow density information in the first station by taking the upper carriage as a termination node, and generating a second local navigation path of the station according to the people flow density information in the second station by taking the upper carriage as a starting node.
Further, determining the boarding carriage according to the waiting lap numbers of all carriages comprises: judging whether the waiting times of all carriages are consistent; if the waiting times of all carriages are inconsistent, selectingThe smallest carriage is the boarding carriage; if the waiting times of all the carriages are consistent, calculating the second target carriage which arrives at the nearest entrance >And calculating the third target car nearest to the departure gate +.>And determine +.>And->A subway section in between; calculating the arrival time of arriving at each carriage of the subway section from the entrance, and determining the arrival time of the subway; judging whether the arrival time is later than the arrival time of all carriages; if the arrival time is later than the arrival time of all carriages, selecting +.>For the purpose of advancingBoarding carriage of station; if the arrival time is not later than the arrival time of all cars, select the nearest +.>The boarding carriage of the station is the boarding carriage of the station.
Further, the first intra-station people stream density information includes a first density frame diagram, and the step of using the boarding carriage as a termination node to generate a first local navigation path of the inbound station according to the first intra-station people stream density information includes: generating a first initial tree based on a first density frame diagram, wherein the first initial tree comprises multi-stage topological nodes from a station entrance to a boarding carriage of the station, each stage of topological nodes comprises a plurality of nodes, and the multi-stage topological nodes sequentially comprise: a station entrance, a station entrance gate, a station hall landing entrance, a station landing entrance and a boarding carriage; counting all feasible paths of the first initial tree, and configuring queuing time penalty items for each feasible path according to people flow density constraint; starting from the initial node of the initial tree, sequentially performing the following iterative calculation until the termination node: calculating the node distance between the current node and the adjacent node based on the queuing time penalty term; judging whether a connecting line of the current node and a child node of the adjacent node passes through an obstacle or not; if the connection line of the current node and the child node of the adjacent node passes through the obstacle, determining the current node as a next node, and if the connection line of the current node and the child node of the adjacent node does not pass through the obstacle, determining the adjacent node as the next node; after the iteration is completed, selecting a first target sub-path with the shortest node distance between every two adjacent topological nodes; and splicing all the first target sub-paths to obtain a first local navigation path.
Further, the second intra-station people stream density information includes a second density frame diagram, and generating the second local navigation path of the outbound station according to the second intra-station people stream density information by using the boarding carriage as a starting node includes: generating a second initial tree based on a second density frame diagram, wherein the second initial tree comprises a plurality of stages of topological nodes from a subway carriage to an outbound of the outbound station, each stage of topological nodes comprises a plurality of nodes, and the plurality of stages of topological nodes sequentially comprise: a boarding carriage, a platform layer landing entrance landing hall landing entrance, outbound gate and outbound entrance; counting all feasible paths of the second initial tree, and configuring queuing time penalty items for each feasible path according to people flow density constraint; starting from the initial node of the initial tree, sequentially performing the following iterative calculation until the termination node: calculating the node distance between the current node and the adjacent node based on the queuing time penalty term; judging whether a connecting line of the current node and a child node of the adjacent node passes through an obstacle or not; if the connection line of the current node and the child node of the adjacent node passes through the obstacle, determining the current node as a next node, and if the connection line of the current node and the child node of the adjacent node does not pass through the obstacle, determining the adjacent node as the next node; after the iteration is completed, selecting a second target sub-path with the shortest node distance between every two adjacent topological nodes; and splicing all the second target sub-paths to obtain a second local navigation path.
Further, calculating the node distance between the current node and the neighboring node based on the queuing time penalty term includes: the current node is calculated using the following formulaAnd adjacent node->Node distance S between: />Wherein, the method comprises the steps of, wherein,is->And->Actual distance between>Is a custom coefficient->Is->And->Queuing time penalty term for the path between +.>The value range is 0,10 for people flow density]。
According to another aspect of the embodiments of the present application, there is also provided a navigation device for an in-station line of a subway, including: the determining module is used for determining an inbound station and an outbound station of the target subway line; the acquisition module is used for acquiring the first intra-station people flow density information of the station and calculating the second intra-station people flow density information of the station; the generation module is used for generating a first local navigation path of the station in the station according to the first in-station people flow density information and generating a second local navigation path of the station out of the station according to the second in-station people flow density information; and the splicing module is used for splicing the first local navigation path and the second local navigation path into a global navigation path of the target subway line.
Further, the acquisition module includes: the acquisition unit is used for acquiring a building information model BIM of the station and acquiring a personnel density heat map of the station; the superposition unit is used for abstracting a frame diagram based on the BIM diagram, superposing the personnel density heat diagram on the frame diagram to obtain a first density frame diagram of the station of entering the station, wherein the frame diagram comprises path information and node information in the BIM diagram, and the first density frame diagram is used for representing the personnel flow density of each path position in the station of entering the station.
Further, the generating module includes: an acquisition unit for acquiring a plurality of subways to be enteredIn-vehicle people stream density; a calculating unit for calculating the waiting times of each carriage based on the in-vehicle people flow density and the first station people flow density informationWherein i is a carriage mark; the determining unit is used for determining the boarding carriage according to the waiting lap numbers of all the carriages; the generation unit is used for generating a first local navigation path of the station according to the people flow density information in the first station by taking the upper carriage as a termination node, and generating a second local navigation path of the station according to the people flow density information in the second station by taking the upper carriage as a start node.
Further, the determining unit includes: the judging subunit is used for judging whether the waiting times of all carriages are consistent; a selecting subunit for selecting if the waiting times of all carriages are inconsistentThe smallest carriage is the boarding carriage; if the waiting times of all the carriages are consistent, calculating the second target carriage which arrives at the nearest entrance>And calculating the third target car nearest to the departure gate +.>And determine +.>And->A subway section in between; calculating the arrival time of arriving at each carriage of the subway section from the entrance, and determining the arrival time of the subway; judging whether the arrival time is later than the arrival time of all carriages; if the arrival time is later than the arrival time of all carriages, selecting +.>To be the instituteThe boarding carriage of the station of the entering station; if the arrival time is not later than the arrival time of all cars, select the nearest +.>The boarding carriage of the station is the boarding carriage of the station.
Further, the first intra-station people stream density information includes a first density frame map, and the generating unit includes: the first generation subunit is configured to generate a first initial tree based on a first density frame diagram, where the first initial tree includes multiple stages of topology nodes from a station entrance to a boarding carriage of the station, each stage of topology node includes a plurality of nodes, and the multiple stages of topology nodes sequentially include: a station entrance, a station entrance gate, a station hall landing entrance, a station landing entrance and a boarding carriage; a first configuration subunit, configured to count all possible paths of the first initial tree, and configure a queuing time penalty term for each possible path according to a traffic density constraint; a first iteration subunit, configured to, starting from an initial node of the initial tree, perform the following iterative computations in order until a termination node: calculating the node distance between the current node and the adjacent node based on the queuing time penalty term; judging whether a connecting line of the current node and a child node of the adjacent node passes through an obstacle or not; if the connection line of the current node and the child node of the adjacent node passes through the obstacle, determining the current node as a next node, and if the connection line of the current node and the child node of the adjacent node does not pass through the obstacle, determining the adjacent node as the next node; a first selecting subunit, configured to select, after the iteration is completed, a first target sub-path with a shortest node distance between each two adjacent topological nodes; and the first splicing subunit is used for splicing all the first target sub-paths to obtain a first local navigation path.
Further, the second intra-station people stream density information includes a second density frame map, and the generating unit includes: the second generating subunit is configured to generate a second initial tree based on a second density frame diagram, where the second initial tree includes multiple stages of topology nodes from a subway carriage to an outbound of the outbound station, each stage of topology node includes a plurality of nodes, and the multiple stages of topology nodes sequentially include: a boarding carriage, a platform layer landing entrance landing hall landing entrance, outbound gate and outbound entrance; a second configuration subunit, configured to count all possible paths of the second initial tree, and configure a queuing time penalty term for each possible path according to a traffic density constraint; a second iteration subunit, configured to, from an initial node of the initial tree, sequentially perform the following iterative computations until a termination node: calculating the node distance between the current node and the adjacent node based on the queuing time penalty term; judging whether a connecting line of the current node and a child node of the adjacent node passes through an obstacle or not; if the connection line of the current node and the child node of the adjacent node passes through the obstacle, determining the current node as a next node, and if the connection line of the current node and the child node of the adjacent node does not pass through the obstacle, determining the adjacent node as the next node; a second selecting subunit, configured to select, after the iteration is completed, a second target sub-path with a shortest node distance between each two adjacent topological nodes; and the second splicing subunit is used for splicing all the second target sub-paths to obtain a second local navigation path.
Further, the first iteration subunit or the second iteration subunit is further configured to: the current node is calculated using the following formulaAnd adjacent node->Node distance S between: />Wherein->Is->And->Actual distance between>Is a custom coefficient->Is->And->Queuing time penalty term for the path between +.>The value range is 0,10 for people flow density]。
According to another aspect of the embodiments of the present application, there is also provided a storage medium including a stored program that performs the steps described above when running.
According to another aspect of the embodiments of the present application, there is also provided an electronic device, including a processor, a communication interface, a memory, and a communication bus, where the processor, the communication interface, and the memory complete communication with each other through the communication bus; wherein: a memory for storing a computer program; and a processor for executing the steps of the method by running a program stored on the memory.
Embodiments of the present application also provide a computer program product comprising instructions which, when run on a computer, cause the computer to perform the steps of the above method.
According to the invention, the inbound station and the outbound station of the target subway line are determined, the first in-station people flow density information of the inbound station is acquired, the second in-station people flow density information of the outbound station is acquired, the global navigation path of the target subway line is generated according to the first in-station people flow density information and the second in-station people flow density information, the planning path of indoor navigation can be updated in real time based on the start-stop constraint of the inbound station, the passenger flow density constraint and the like, the blank of the navigation software in the aspect of indoor navigation is filled, the technical problem that the related technology cannot perform path navigation in the subway station is solved, convenient in-station navigation service is provided for passengers, and the traffic time is reduced.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this application, illustrate embodiments of the invention and together with the description serve to explain the invention and do not constitute a limitation on the invention. In the drawings:
FIG. 1 is a block diagram of the hardware architecture of a computer according to an embodiment of the present invention;
FIG. 2 is a flow chart of a method of navigating a route within a subway station in accordance with an embodiment of the present invention;
FIG. 3 is a schematic diagram of a density framework diagram of a lobby floor generated in accordance with an embodiment of the present invention;
FIG. 4 is a schematic diagram of a density framework of a platform layer generated in accordance with an embodiment of the present invention;
FIG. 5 is a schematic flow chart of an embodiment of the present invention;
FIG. 6 is a schematic diagram of an implementation of an embodiment of the present invention;
fig. 7 is a block diagram of a navigation device of an in-station line of a subway according to an embodiment of the present invention.
Detailed Description
In order to make the present application solution better understood by those skilled in the art, the following description will be made in detail and with reference to the accompanying drawings in the embodiments of the present application, it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art based on the embodiments herein without making any inventive effort, shall fall within the scope of the present application. It should be noted that, in the case of no conflict, the embodiments and features in the embodiments may be combined with each other.
It should be noted that the terms "first," "second," and the like in the description and claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that embodiments of the present application described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example 1
The method embodiment provided in the first embodiment of the present application may be executed in a controller, a mobile phone, a server, a computer, a tablet, or a similar computing device. Taking a computer as an example, fig. 1 is a block diagram of a hardware structure of a computer according to an embodiment of the present invention. As shown in fig. 1, the computer may include one or more processors 102 (only one is shown in fig. 1) (the processor 102 may include, but is not limited to, a microprocessor MCU or a processing device such as a programmable logic device FPGA) and a memory 104 for storing data, and optionally, a transmission device 106 for communication functions and an input-output device 108. It will be appreciated by those of ordinary skill in the art that the configuration shown in FIG. 1 is merely illustrative and is not intended to limit the configuration of the computer described above. For example, the computer may also include more or fewer components than shown in FIG. 1, or have a different configuration than shown in FIG. 1.
The memory 104 may be used to store a computer program, for example, a software program of application software and a module, such as a computer program corresponding to a method for navigating a line in a subway station in an embodiment of the present invention, and the processor 102 executes the computer program stored in the memory 104 to perform various functional applications and data processing, that is, implement the method described above. Memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, memory 104 may further include memory located remotely from processor 102, which may be connected to the computer via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The transmission device 106 is used to receive or transmit data via a network. Specific examples of the network described above may include a wireless network provided by a communications provider of a computer. In one example, the transmission device 106 includes a network adapter (Network Interface Controller, simply referred to as NIC) that can connect to other network devices through a base station to communicate with the internet. In one example, the transmission device 106 may be a Radio Frequency (RF) module, which is configured to communicate with the internet wirelessly.
In this embodiment, a method for navigating a line in a subway station is provided, and fig. 2 is a flowchart of a method for navigating a line in a subway station according to an embodiment of the present invention, as shown in fig. 2, where the flowchart includes the following steps:
step S202, determining an inbound station and an outbound station of a target subway line;
the scheme of the embodiment can be applied to places such as subway stations, railway stations, bus stops, airports and the like.
Step S204, acquiring the people flow density information in the first station of the entering station, acquiring people flow density information in a second station of the outbound station;
step S206, generating a first local navigation path of the station in the station according to the first intra-station people stream density information, and generating a second local navigation path of the station out of the station according to the second intra-station people stream density information;
step S208, the first local navigation path and the second local navigation path are spliced into a global navigation path of the target subway line.
Through the steps, the inbound station and the outbound station of the target subway line are determined, the first intra-station people flow density information of the inbound station is obtained, the second intra-station people flow density information of the outbound station is obtained, the global navigation path of the target subway line is generated according to the first intra-station people flow density information and the second intra-station people flow density information, the planning path of indoor navigation can be updated in real time based on the start-stop constraint of the inbound station, the passenger flow density constraint and the like, the blank of the navigation software in the aspect of indoor navigation is filled, the technical problem that the related technology cannot perform path navigation in the subway station is solved, convenient intra-station navigation service is provided for passengers, and the traffic time is shortened.
In one implementation of this embodiment, obtaining the first intra-station people stream density information of the inbound station includes: acquiring a building information model BIM of an inbound station, and acquiring a personnel density heat map of the inbound station; and abstracting a frame diagram based on the BIM diagram, and superposing a personnel density heat diagram on the frame diagram to obtain a first density frame diagram of the station, wherein the frame diagram comprises path information and node information in the BIM diagram, and the first density frame diagram is used for representing the personnel flow density of each path position in the station.
Firstly abstracting the boundary and the node required by the traditional algorithm, namely a frame diagram, and then superposing the density heat diagram on the basis of the frame diagram, and carrying out secondary segmentation on the boundary and the node to form the boundary and the node required by the proposed subway station local path planning algorithm, namely the density frame diagram. The path planning optimization can be carried out on the density frame diagram, the input of the algorithm is the density frame diagram, and the output is the optimal path from point to point, such as the path from the entrance to 3 gates and the path from each gate to the landing.
Fig. 3 is a schematic diagram of a density frame diagram of a hall layer according to an embodiment of the present invention, and fig. 4 is a schematic diagram of a density frame diagram of a hall layer according to an embodiment of the present invention, where the thickness of the density frame diagram represents the density of people, and the thicker the density of people is, the stronger the passability is.
In this embodiment, generating a first local navigation path of an inbound station according to the first intra-station people stream density information, and generating a second local navigation path of an outbound station according to the second intra-station people stream density information includes:
s11, acquiring the in-car people flow density of a plurality of subways to be entered;
s12, based on in-carCalculating the waiting lap number of each carriage according to people flow density and people flow density information in the first stationWherein i is a carriage mark;
s13, determining the boarding carriage according to the waiting times of all carriages;
in one example, determining the boarding car from the number of waiting trips for all cars includes: judging whether the waiting times of all carriages are consistent; if the waiting times of all carriages are inconsistent, selectingThe smallest carriage is the boarding carriage; if the waiting times of all the carriages are consistent, calculating the second target carriage which arrives at the nearest entrance>And calculating the third target car nearest to the departure gate +.>And determine +.>And->A subway section in between; calculating the arrival time of arriving at each carriage of the subway section from the entrance, and determining the arrival time of the subway; judging whether the arrival time is later than the arrival time of all carriages; if the arrival time is later than the arrival time of all carriages, select +. >The upper carriage is the upper carriage of the station; if the arrival time is not later than the arrival time of all carriages, the nearest +.>The boarding carriage of the station is the boarding carriage of the station.
S14, using the upper carriage as a termination node, generating a first local navigation path of the station according to the people flow density information in the first station, and using the upper carriage as a starting node, generating a second local navigation path of the station according to the people flow density information in the second station;
in one aspect of this embodiment, the first intra-station people stream density information includes a first density frame map, and generating a first local navigation path of the inbound station according to the first intra-station people stream density information with the upper car as a termination node includes: generating a first initial tree based on a first density frame diagram, wherein the first initial tree comprises multi-stage topological nodes from a station inlet to a boarding carriage of a station, each stage of topological nodes comprises a plurality of nodes, and the multi-stage topological nodes sequentially comprise: a station entrance, a station entrance gate, a station hall landing entrance, a station landing entrance and a boarding carriage; counting all feasible paths of a first initial tree, and configuring queuing time penalty items for each feasible path according to people stream density constraint; starting from an initial node of the initial tree, sequentially performing the following iterative calculation until a termination node: calculating the node distance between the current node and the adjacent node based on the queuing time penalty term; judging whether a connecting line of a current node and a child node of an adjacent node passes through an obstacle or not; if the connecting line of the current node and the child node of the adjacent node passes through the barrier, determining the current node as the next node, and if the connecting line of the current node and the child node of the adjacent node does not pass through the barrier, determining the adjacent node as the next node; after the iteration is completed, selecting a first target sub-path with the shortest node distance between every two adjacent topological nodes; and splicing all the first target sub-paths to obtain a first local navigation path.
In the global path calculation process of this embodiment, the optimized routes of the hall layer and the platform layer of the inbound station based on the density frame diagram and the optimized routes of the hall layer and the platform layer of the outbound station based on the density frame diagram are respectively obtained, and calculation is performed by combining the train carriage conditions (train arrival time, in-car personnel density, platform queuing condition, distance from carriage to the landing station landing entrance) to obtain the global optimal path. The algorithm flow comprises the following steps:
calculating queuing conditions according to the density heat map of the personnel at the station layer,giving the estimated number of cars to get on according to the density of personnel in the car, and recording n as the estimated value of each car。
When each carriageFind the smallest +.>When there are a plurality of minimum carriage positions, calculating the nearest carriage position reaching the entrance, and marking as +.>And calculates the entrance to +.>(the aforementioned local path planning algorithm).
When each carriageIf the positions are consistent, calculating the nearest carriage position reaching the entrance, and marking the nearest carriage position as a node +.>。
Calculating the nearest carriage position reaching the departure gate and marking the nearest carriage position as a node。
If the middle part relates to transfer, the similar calculated positions of the getting-on and getting-off carriages of the transfer station are recorded as nodes ，/>。
In each carriageUnder the condition of consistency, the position of the carriage on the bus is judged as follows:
calculating the entrance to the nodeTo->Time of arrival for each car.
When the arrival time of the train is later than the arrival time of the arrival port in the step a and the arrival time of all the corresponding carriages, selectingAs the boarding carriage position.
When the train arrives at the station in step aAnd arrive at node->Between, then select the nearestIs marked as +.>。
Will respectively，/>，/>And carrying out local path planning by taking the position node of the carriage on the upper vehicle as the end point under the conditions, and integrating to form a global optimal path.
The following describes the local path planning algorithm of the present embodiment, and the flow includes:
calculating the density frame diagram through an ATIRRT algorithm to form an initial path and a topology node, namely: an initial tree;
counting all feasible paths formed by topological nodes;
adding queuing time penalty items to all feasible paths according to density constraint;
the density constraints are as follows:wherein S is the distance between two adjacent nodes after density constraint calculation, and +.>For the initial distance between two adjacent nodes +.>Is a coefficient, can be set by oneself, < ->For the queuing time penalty term, Is the base of natural logarithm, +.>For density, take on the value range [0,10]；
Iterating from the start of the initial tree to calculate a shortest time path;
when the current node is in the iterative process) And the nearest next node (++) subjected to density constraint calculation>) Child node (+)>) When the connecting line passes through the obstacle, the current node is not changed, and the next iteration is still performed from the current node (++>) Starting;
when the current node is in the iterative process) And the nearest next node (++) subjected to density constraint calculation>) Child node (+)>) When the connection does not pass through the obstacle, the current node is changed, and the next iteration is performed from the next node (+)>) Starting;
the final path is the shortest path.
In another aspect of this embodiment, the second intra-station people stream density information includes a second density frame map, and the generating a second local navigation path for the outbound station from the second intra-station people stream density information includes: generating a second initial tree based on the second density frame diagram, wherein the second initial tree comprises a plurality of stages of topological nodes from a subway carriage to an outbound of an outbound station, each stage of topological nodes comprises a plurality of nodes, and the plurality of stages of topological nodes sequentially comprise: a boarding carriage, a platform layer landing entrance landing hall landing entrance, outbound gate and outbound entrance; counting all feasible paths of a second initial tree, and configuring queuing time penalty items for each feasible path according to people flow density constraint; starting from an initial node of the initial tree, sequentially performing the following iterative calculation until a termination node: calculating the node distance between the current node and the adjacent node based on the queuing time penalty term; judging whether a connecting line of a current node and a child node of an adjacent node passes through an obstacle or not; if the connecting line of the current node and the child node of the adjacent node passes through the barrier, determining the current node as the next node, and if the connecting line of the current node and the child node of the adjacent node does not pass through the barrier, determining the adjacent node as the next node; after the iteration is completed, selecting a second target sub-path with the shortest node distance between every two adjacent topological nodes; and splicing all the second target sub-paths to obtain a second local navigation path.
Optionally, calculating the node distance between the current node and the neighboring node based on the queuing time penalty term includes: the current node is calculated using the following formulaAnd adjacent node->Node distance S between: />Wherein, the method comprises the steps of, wherein,is->And->Actual distance between>Is a custom coefficient->Is->And->Queuing time penalty term for the path between +.>The value range is 0,10 for people flow density]。
In one complete implementation scenario, it comprises:
step 1: the user defines a station inlet and a station outlet, wherein the station inlet is a starting point of the local path planning of the hall layer of the station inlet, and the station outlet is an ending point of the local path planning of the hall layer of the station outlet.
Step 2: and acquiring BIM model diagrams and real-time personnel density heat maps of the inbound station, the outbound station and the intermediate transfer station (such as transfer). And abstracting a frame diagram on the BIM model, and superposing the density thermal diagram on the frame diagram to form a density frame diagram.
Step 3: calculating the time from the entrance to different gates, wherein the local path planning algorithm of the subway station is adopted, and the gates are used as the end points of the part to find the path from the entrance to the minimum time required by each gate.
Step 4: calculating the landing hall landing entrance time of each gate to the escalator, the stair and the straight ladder, wherein the subway station local path planning algorithm is adopted, taking each gate as a starting point, taking the landing hall landing entrance as an ending point, and finding out the path of each gate to each landing entrance in the shortest time.
Step 5: and calculating the riding time of the escalator, the stair and the straight ladder, and adding corresponding time consumption in the process of global path planning.
Step 6: calculating the time from each landing entrance to each carriage of the platform layer, and determining the position node of the carriage of the getting-on train by considering each constraint of the train，/>，/>。
Step 7: calculating the time of the carriage when the car gets off and arrives at the landing, wherein the local path planning of the subway station is adopted, so that the time of the carriage under different conditions，/>，/>Taking each landing as a starting point and taking each landing as a finishing point, finding a path of the minimum time required from the getting-off position to each landing.
Step 8: if the transfer is performed, returning to the step 5 to calculate the required transfer time, otherwise, performing the step 9.
Step 9: calculating the time for the entrance of the landing hall layer of the station to reach the gate, wherein the local path planning of the subway station is adopted, each entrance of the landing hall layer is taken as a starting point, each gate is taken as an ending point, and the path of each entrance to each gate in the shortest time is found.
Step 10: calculating the time for the gate of the station to reach the exit, wherein the local path planning of the subway station is adopted, each gate of the hall layer is used as a starting point, the exit is used as a terminal point, and the path of the gate to the exit in the shortest time is found.
Step 11: and calculating the path of the shortest time required globally and giving estimated time, wherein all paths of the steps 3-10 are connected, and the complete globally optimal path from the entrance to the exit is obtained through the subway station global path planning algorithm.
The embodiment provides a cross-station optimal path planning method and device based on a personnel density heat map and a subway station BIM model, and a planned path of indoor navigation can be updated in real time. Fig. 5 is a schematic flow chart of an embodiment of the present invention, and fig. 6 is an implementation schematic diagram of an embodiment of the present invention, where the implementation flow includes:
step 1: the user defines an entrance and an exit.
Step 2: and acquiring BIM model diagrams and real-time personnel density heat maps of the inbound station, the outbound station and the intermediate transfer station (such as transfer).
Step 3: the time from the entrance to the different gates (e.g., gates A1, B1, C1) is calculated.
Step 4: calculating landing hall landing time of each gate to an escalator, a stair and a straight ladder (such as an escalator a1, an escalator b1, a stair c1 and a straight ladder d 1).
Step 5: and calculating the riding time of the escalator, the stair and the straight ladder.
Step 6: calculating the time from each landing entrance to each carriage of the platform layer, and considering each constraint of the train.
Step 7: and calculating the time of the carriage when the car gets off and arrives at the landing (such as an escalator a2, an escalator b2, a stair c2 and a straight ladder d 2).
Step 8: if the transfer is performed, returning to the step 5 to calculate the required transfer time, otherwise, performing the step 9.
Step 9: and calculating the time for the landing entrance of the station hall of the lower vehicle station to reach the gate (such as gate A2, B2 and C2).
Step 10: and calculating the time for the station gate of the get-off station to reach the out-of-station.
Step 11: the path of the shortest time required globally is calculated and an estimated time is given.
By adopting the scheme of the embodiment, the method for providing the optimal route under the conditions of passenger flow density constraint, transfer constraint, upstairs and downstairs time constraint, station entering and exiting start-stop constraint and station BIM model constraint fills the blank of the traditional navigation software in the aspect of indoor navigation, provides convenient in-station navigation service for passengers, and reduces the traffic time.
From the description of the above embodiments, it will be clear to a person skilled in the art that the method according to the above embodiments may be implemented by means of software plus the necessary general hardware platform, but of course also by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method according to the embodiments of the present invention.
Example 2
The embodiment also provides a navigation device for the line in the subway station, which is used for implementing the above embodiment and the preferred implementation, and the description is omitted. As used below, the term "module" may be a combination of software and/or hardware that implements a predetermined function. While the means described in the following embodiments are preferably implemented in software, implementation in hardware, or a combination of software and hardware, is also possible and contemplated.
Fig. 7 is a block diagram of a navigation device for an in-station line of a subway according to an embodiment of the present invention, and as shown in fig. 7, the device includes:
a determining module 70 for determining an inbound station and an outbound station of the target subway line;
an acquisition module 72, configured to acquire the first intra-station people stream density information of the inbound station, and calculate the second intra-station people stream density information of the outbound station;
a generating module 74, configured to generate a first local navigation path of the inbound station according to the first intra-station people stream density information, and generate a second local navigation path of the outbound station according to the second intra-station people stream density information;
and a stitching module 76, configured to stitch the first local navigation path and the second local navigation path to be global navigation paths of the target subway line.
Optionally, the acquiring module includes: the acquisition unit is used for acquiring a building information model BIM of the station and acquiring a personnel density heat map of the station; the superposition unit is used for abstracting a frame diagram based on the BIM diagram, superposing the personnel density heat diagram on the frame diagram to obtain a first density frame diagram of the station of entering the station, wherein the frame diagram comprises path information and node information in the BIM diagram, and the first density frame diagram is used for representing the personnel flow density of each path position in the station of entering the station.
Optionally, the generating module includes: the acquisition unit is used for acquiring the in-car people flow density of a plurality of subways to be entered; a calculating unit for calculating the waiting times of each carriage based on the in-vehicle people flow density and the first station people flow density informationWherein i is a carriage mark; determination unitThe method is used for determining the boarding carriage according to the waiting lap numbers of all the carriages; the generation unit is used for generating a first local navigation path of the station according to the people flow density information in the first station by taking the upper carriage as a termination node, and generating a second local navigation path of the station according to the people flow density information in the second station by taking the upper carriage as a start node.
Optionally, the determining unit includes: the judging subunit is used for judging whether the waiting times of all carriages are consistent; a selecting subunit for selecting if the waiting times of all carriages are inconsistentThe smallest carriage is the boarding carriage; if the waiting times of all the carriages are consistent, calculating the second target carriage which arrives at the nearest entrance>And calculating the third target car nearest to the departure gate +.>And determine +.>And->A subway section in between; calculating the arrival time of arriving at each carriage of the subway section from the entrance, and determining the arrival time of the subway; judging whether the arrival time is later than the arrival time of all carriages; if the arrival time is later than the arrival time of all carriages, selecting +.>A boarding carriage for the inbound station; if the arrival time is not later than the arrival time of all cars, select the nearest +.>The boarding carriage of the station is the boarding carriage of the station.
Optionally, the first intra-station people stream density information includes a first density frame map, and the generating unit includes: the first generation subunit is configured to generate a first initial tree based on a first density frame diagram, where the first initial tree includes multiple stages of topology nodes from a station entrance to a boarding carriage of the station, each stage of topology node includes a plurality of nodes, and the multiple stages of topology nodes sequentially include: a station entrance, a station entrance gate, a station hall landing entrance, a station landing entrance and a boarding carriage; a first configuration subunit, configured to count all possible paths of the first initial tree, and configure a queuing time penalty term for each possible path according to a traffic density constraint; a first iteration subunit, configured to, starting from an initial node of the initial tree, perform the following iterative computations in order until a termination node: calculating the node distance between the current node and the adjacent node based on the queuing time penalty term; judging whether a connecting line of the current node and a child node of the adjacent node passes through an obstacle or not; if the connection line of the current node and the child node of the adjacent node passes through the obstacle, determining the current node as a next node, and if the connection line of the current node and the child node of the adjacent node does not pass through the obstacle, determining the adjacent node as the next node; a first selecting subunit, configured to select, after the iteration is completed, a first target sub-path with a shortest node distance between each two adjacent topological nodes; and the first splicing subunit is used for splicing all the first target sub-paths to obtain a first local navigation path.
Optionally, the second intra-station people stream density information includes a second density frame map, and the generating unit includes: the second generating subunit is configured to generate a second initial tree based on a second density frame diagram, where the second initial tree includes multiple stages of topology nodes from a subway carriage to an outbound of the outbound station, each stage of topology node includes a plurality of nodes, and the multiple stages of topology nodes sequentially include: a boarding carriage, a platform layer landing entrance landing hall landing entrance, outbound gate and outbound entrance; a second configuration subunit, configured to count all possible paths of the second initial tree, and configure a queuing time penalty term for each possible path according to a traffic density constraint; a second iteration subunit, configured to, from an initial node of the initial tree, sequentially perform the following iterative computations until a termination node: calculating the node distance between the current node and the adjacent node based on the queuing time penalty term; judging whether a connecting line of the current node and a child node of the adjacent node passes through an obstacle or not; if the connection line of the current node and the child node of the adjacent node passes through the obstacle, determining the current node as a next node, and if the connection line of the current node and the child node of the adjacent node does not pass through the obstacle, determining the adjacent node as the next node; a second selecting subunit, configured to select, after the iteration is completed, a second target sub-path with a shortest node distance between each two adjacent topological nodes; and the second splicing subunit is used for splicing all the second target sub-paths to obtain a second local navigation path.
Optionally, the first iteration subunit or the second iteration subunit is further configured to: the current node is calculated using the following formulaAnd adjacent node->Node distance S between: />Wherein->Is->And->Actual distance between>Is a custom coefficient->Is->And->Queuing time penalty term for the path between +.>The value range is 0,10 for people flow density]。
It should be noted that each of the above modules may be implemented by software or hardware, and for the latter, it may be implemented by, but not limited to: the modules are all located in the same processor; alternatively, the above modules may be located in different processors in any combination.
Example 3
An embodiment of the invention also provides a storage medium having a computer program stored therein, wherein the computer program is arranged to perform the steps of any of the method embodiments described above when run.
Alternatively, in the present embodiment, the above-described storage medium may be configured to store a computer program for performing the steps of:
s1, determining an inbound station and an outbound station of a target subway line;
s2, acquiring the people flow density information in a first station of the entering station and acquiring the people flow density information in a second station of the exiting station;
S3, generating a first local navigation path of the station entering according to the first intra-station people flow density information, and generating a second local navigation path of the station exiting according to the second intra-station people flow density information;
and S4, splicing the first local navigation path and the second local navigation path into a global navigation path of the target subway line.
Alternatively, in the present embodiment, the storage medium may include, but is not limited to: a usb disk, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing a computer program.
An embodiment of the invention also provides an electronic device comprising a memory having stored therein a computer program and a processor arranged to run the computer program to perform the steps of any of the method embodiments described above.
Optionally, the electronic device may further include a transmission device and an input/output device, where the transmission device is connected to the processor, and the input/output device is connected to the processor.
Alternatively, in the present embodiment, the above-described processor may be configured to execute the following steps by a computer program:
S1, determining an inbound station and an outbound station of a target subway line;
s2, acquiring the people flow density information in a first station of the entering station and acquiring the people flow density information in a second station of the exiting station;
s3, generating a first local navigation path of the station entering according to the first intra-station people flow density information, and generating a second local navigation path of the station exiting according to the second intra-station people flow density information;
and S4, splicing the first local navigation path and the second local navigation path into a global navigation path of the target subway line.
Alternatively, specific examples in this embodiment may refer to examples described in the foregoing embodiments and optional implementations, and this embodiment is not described herein.
The foregoing embodiment numbers of the present application are merely for describing, and do not represent advantages or disadvantages of the embodiments.
In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology content may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, such as the division of the units, is merely a logical function division, and may be implemented in another manner, for example, multiple units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in each embodiment of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a storage medium, including several instructions to cause a computer device (which may be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application and are intended to be comprehended within the scope of the present application.
Claims (9)
1. A method for navigating a route within a subway station, the method comprising:
determining an inbound station and an outbound station of a target subway line;
acquiring the people flow density information in a first station of the entering station and acquiring the people flow density information in a second station of the exiting station;
generating a first local navigation path of the inbound station according to the first intra-station people stream density information, and generating a second local navigation path of the outbound station according to the second intra-station people stream density information, wherein the method comprises the following steps:
acquiring the in-car people flow density of a plurality of subways to be entered;
calculating the waiting lap number of each carriage based on the in-vehicle people flow density and the first station people flow density informationWherein i is a carriage mark;
determining the carriage to be on the bus according to the waiting times of all the carriages;
generating a first local navigation path of the station according to the traffic density information in the first station by taking the upper carriage as a termination node, and generating a second local navigation path of the station according to the traffic density information in the second station by taking the upper carriage as a starting node;
And splicing the first local navigation path and the second local navigation path into a global navigation path of the target subway line.
2. The method of claim 1, wherein obtaining first intra-station people stream density information for the inbound station comprises:
acquiring a building information model BIM of the station, and acquiring a personnel density heat map of the station;
and abstracting a frame diagram based on the BIM diagram, and superposing the personnel density heat diagram on the frame diagram to obtain a first density frame diagram of the station of arrival, wherein the frame diagram comprises path information and node information in the BIM diagram, and the first density frame diagram is used for representing the personnel flow density of each path position in the station of arrival.
3. The method of claim 1, wherein determining the boarding car from the number of waiting passes for all cars comprises:
judging whether the waiting times of all carriages are consistent;
if the waiting times of all carriages are inconsistent, selectingThe smallest carriage is the boarding carriage;
if the waiting times of all the carriages are consistent, calculating a second target carriage nearest to the arrival portAnd calculating the third target car nearest to the departure gate +. >And determine +.>And->A subway section in between; calculating the arrival time of arriving at each carriage of the subway section from the entrance, and determining the arrival time of the subway; judging whether the arrival time is later than the arrival time of all carriages; if saidThe arrival time is later than the arrival time of all carriages, choose +.>A boarding carriage for the inbound station; if the arrival time is not later than the arrival time of all cars, select the nearest +.>The boarding carriage of the station is the boarding carriage of the station.
4. The method of claim 1, wherein the first intra-station people-stream density information comprises a first density frame map, wherein taking the boarding car as a termination node, generating a first local navigation path for the inbound station from the first intra-station people-stream density information comprises:
generating a first initial tree based on a first density frame diagram, wherein the first initial tree comprises multi-stage topological nodes from a station entrance to a boarding carriage of the station, each stage of topological nodes comprises a plurality of nodes, and the multi-stage topological nodes sequentially comprise: a station entrance, a station entrance gate, a station hall landing entrance, a station landing entrance and a boarding carriage;
Counting all feasible paths of the first initial tree, and configuring queuing time penalty items for each feasible path according to people flow density constraint;
starting from the initial node of the initial tree, sequentially performing the following iterative calculation until the termination node: calculating the node distance between the current node and the adjacent node based on the queuing time penalty term; judging whether a connecting line of the current node and a child node of the adjacent node passes through an obstacle or not; if the connection line of the current node and the child node of the adjacent node passes through the obstacle, determining the current node as a next node, and if the connection line of the current node and the child node of the adjacent node does not pass through the obstacle, determining the adjacent node as the next node;
after the iteration is completed, selecting a first target sub-path with the shortest node distance between every two adjacent topological nodes;
and splicing all the first target sub-paths to obtain a first local navigation path.
5. The method of claim 1, wherein the second intra-station people stream density information comprises a second density frame map, wherein generating a second local navigation path for the outbound station based on the second intra-station people stream density information with the boarding car as a starting node comprises:
Generating a second initial tree based on a second density frame diagram, wherein the second initial tree comprises a plurality of stages of topological nodes from a subway carriage to an outbound of the outbound station, each stage of topological nodes comprises a plurality of nodes, and the plurality of stages of topological nodes sequentially comprise: a boarding carriage, a platform layer landing entrance landing hall landing entrance, outbound gate and outbound entrance;
counting all feasible paths of the second initial tree, and configuring queuing time penalty items for each feasible path according to people flow density constraint;
starting from the initial node of the initial tree, sequentially performing the following iterative calculation until the termination node: calculating the node distance between the current node and the adjacent node based on the queuing time penalty term; judging whether a connecting line of the current node and a child node of the adjacent node passes through an obstacle or not; if the connection line of the current node and the child node of the adjacent node passes through the obstacle, determining the current node as a next node, and if the connection line of the current node and the child node of the adjacent node does not pass through the obstacle, determining the adjacent node as the next node;
after the iteration is completed, selecting a second target sub-path with the shortest node distance between every two adjacent topological nodes;
And splicing all the second target sub-paths to obtain a second local navigation path.
6. The method of claim 4 or 5, wherein calculating a node distance between the current node and the neighboring node based on the queuing time penalty term comprises:
the current node is calculated using the following formulaAnd adjacent node->Node distance S between:
wherein->Is->And->Actual distance between>Is a custom coefficient->Is->And->Queuing time penalty term for the path between +.>The value range is 0,10 for people flow density]。
7. A navigation device for a line in a subway station, comprising:
the determining module is used for determining an inbound station and an outbound station of the target subway line;
the acquisition module is used for acquiring the first intra-station people flow density information of the station and calculating the second intra-station people flow density information of the station;
the generation module is configured to generate a first local navigation path of the inbound station according to the first intra-station people stream density information, and generate a second local navigation path of the outbound station according to the second intra-station people stream density information, where the generation module includes: acquiring the in-car people flow density of a plurality of subways to be entered; calculating the waiting lap number of each carriage based on the in-vehicle people flow density and the first station people flow density information Wherein i is a carriage mark; determining the carriage to be on the bus according to the waiting times of all the carriages; generating a first local navigation path of the station according to the traffic density information in the first station by taking the upper carriage as a termination node, and generating a second local navigation path of the station according to the traffic density information in the second station by taking the upper carriage as a starting node;
and the splicing module is used for splicing the first local navigation path and the second local navigation path into a global navigation path of the target subway line.
8. The electronic equipment is characterized by comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory are communicated with each other through the communication bus; wherein:
a memory for storing a computer program;
a processor for executing the steps of the method of any one of claims 1 to 6 by running a program stored on a memory.
9. A storage medium comprising a stored program, wherein the program when run performs the steps of the method of any of the preceding claims 1 to 6.
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