RU2818050C1 - Method of manoeuvre-aware determination of time to end of route and system and electronic device implementing thereof - Google Patents

Abstract

FIELD: navigation technologies.

SUBSTANCE: computer-implemented method of accounting for road traffic and manoeuvres of a moving object comprises steps of: receiving a route plotting request; route is built; searching for manoeuvre-dependent road sections on the route; determining the average travel time of each found manoeuvre-dependent road section, taking into account the manoeuvre that must be made on this road section to follow the constructed route, and the average travel time of all the other road sections available on the route, and transmitting the constructed route, including the average travel time of each road section on this route.

EFFECT: high accuracy of determining time to the end of the route.

30 cl, 11 dwg

Description

Field of technology

[0001] The present invention relates to the field of navigation technologies and, in particular, to methods, systems and devices that take into account the traffic situation for specific maneuvers on the route when constructing an optimal route or when determining the time to the end of the route.

State of the art

[0002] Various navigation applications (Google Maps, Apple Maps, Yandex Maps and Navigator) are known from the prior art, which provide users with both routes and forecasts of travel time along the route with or without traffic jams. These applications display the optimal route for the user and usually additionally show the traffic situation on the constructed route. There is a technological problem that at intersections, exits and other junctions, the travel time of which depends on the maneuvers performed at them, the route forecast can sometimes be significantly erroneous. This is due to the fact that the algorithm usually considers general traffic jams both for those who make the first maneuver allowed on a certain section of the road, and for those who make any other maneuver allowed on that section of the road. As a non-limiting example, for some stretch of road where both straight driving and right turning are allowed, known methods of calculating traffic congestion will typically calculate the total traffic congestion for both those queuing to turn and those free to pass straight . That is, for one road, for example, with several lanes, generally speaking, generalized signals from users can be taken into account.

[0003] The technological problem described above can be solved by installing road cameras at all maneuver-dependent sections of the road (intersections, exits, etc.) that monitor the current traffic situation, or by linking location data (for example, GNSS (GPS, GLONASS, Beidou , Galileo, DORIS, IRNSS, QZSS) signals, etc.) to the corresponding lane on a certain section of the road for subsequent analysis and recording of location data for specific lanes or sets of lanes. However, in the first case, significant equipment costs are required, and in the second case, there is a technological problem of inaccurate traffic jam forecasting when analyzing location data, since: (i) it is difficult to link specific readings of location data (i.e. data on current and previous passages of moving vehicles). objects along the route) to a particular lane of the road, and (ii) the travel time of at least one section of road with at least two lanes and associated maneuvers allowed (for example, driving straight from the left lane and turning right from the right lane) may differ significantly depending on the current traffic situation and the maneuver with which this section of the road is passed.

[0004] US patent application 16/272,726, published on 08/13/2020 as US 2020/258381 A1 (HERE Global B.V.), may be considered as prior art. The '726 application discloses lane-level traffic forecasting (see title). To do this, in the ‘726 application, a road graph is constructed, which includes all possible road sections with all permitted maneuvers. To do this, each section of the road, if it is multi-lane, is divided into lanes and for each lane all maneuvers allowed from it are indicated (see figure 4 and paragraph [0039] of the description). Then the level of traffic on the lane, when it is needed, is predicted based on historical data for a certain section/lane of the constructed graph (see paragraph [0048] of the description).

[0005] However, nowhere in the '726 application does the '726 application disclose or suggest at least the following technical features of the invention under this RF patent application: (1) searching for maneuver-dependent road sections on which at least two maneuvers and travel times/speeds are permitted objects on which differs depending on which of the mentioned at least two maneuvers on each of them is performed and, as a consequence of the above, nowhere in this application is it disclosed or intended (2) to determine, based on the most current data, the average time travel/average speed of the object on each of the road sections available on the route, depending on the maneuvers of the road sections, taking into account the maneuver that must be performed on the corresponding section of the road to follow the constructed route.

[0006] The above technical features of the invention according to this RF patent application provide a more accurate determination of the time to the end of the route and a reduction in the computational load in comparison with the above-mentioned solution of the nearest prior art. A more accurate determination of the time to the end of the route is achieved by taking into account road traffic for specific maneuvers performed on the route only on those sections of the road on which, judging by the most current data, there is currently a difference in the characteristics of traffic intensity (expressed through the average travel time , average speed of an object on a section of road, etc.) on a given section of road, depending on the maneuver performed on it. Thus, in the present invention, any event (for example, a traffic accident, road closure, precipitation, etc.) resulting in a slowdown in traffic volume will be taken into account when determining the time until the end of the route, i.e. will not be dependent on whether the condition of that section/lane has been statistically calculated to be reflected in a historically based previous traffic pattern as in the '726 application (see, for example, paragraph [0049] of the description).

[0007] Reducing the computational load in the present invention is achieved by searching for maneuver-dependent road sections along the route, i.e. processing the entire road graph to calculate the states of all its road sections and their frequencies, as in the '726 application, is avoided in the present invention. In addition, in the present invention, such a search is based solely on a simple, based on the complexity of the calculation, difference in the characteristics of traffic intensity when performing permitted maneuvers on a certain section of the road, i.e. calculation of all states of road sections using rather complex statistical algorithms, as in the ‘726 application, is avoided in the present invention.

The essence of the invention

[0008] The technical advantages described above and other technical advantages not explicitly stated of the present invention are fully realized when the invention claimed in the claims of the present invention is put into practice. Thus, in accordance with the first aspect of the present invention, there is provided a computer-implemented method of taking into account road traffic and maneuvers of a moving object in determining the time to the end of a route, including the steps of: searching for a predetermined territorial area for maneuver-dependent road sections in which at least two maneuvers are permitted and the travel time of which differs depending on which of the at least two mentioned maneuvers is performed in each of them; receiving a request to construct a route passing through said predetermined territorial area; build a route; detect all sections of the road on the route that depend on maneuvers; determine the average travel time of each of the detected sections of the road that are available on the route, depending on maneuvers, taking into account the maneuver that must be performed on the corresponding section of the road to follow the constructed route, and such average travel time is determined based on the most current data on travel time for a predetermined period of time inferred from location data from a plurality of objects that previously performed a similar maneuver on a given road section; and determining the average travel time of all other road sections available on the route based on the most current travel time data for a predetermined period of time, derived from location data from a plurality of objects that have previously passed this road section; and transmit the constructed route, including the average travel time for each section of the road on this route.

[0009] In accordance with a second aspect of the present invention, there is provided a computer-implemented method of taking into account road traffic and the maneuvers of a moving object in determining the time to the end of a route, including the steps of: receiving a request to construct a route passing through a predetermined territorial area; build a route; searching on the route for maneuver-dependent road sections on which at least two maneuvers are permitted and the travel time of which differs depending on which of the at least two mentioned at least two maneuvers is performed on each of them; determine the average travel time of each found maneuver-dependent section of the road, taking into account the maneuver that must be performed on this section of the road to follow the constructed route, and such average travel time is determined based on the most current data on travel time for a predetermined period of time, output from location data from multiple objects that previously performed a similar maneuver on a given section of the road; and determining the average travel time of all other road sections available on the route based on the most current travel time data for a predetermined period of time, derived from location data from a plurality of objects that have previously passed this road section; and transmit the constructed route, including the average travel time for each section of the road on this route.

[0010] In accordance with a third aspect of the present invention, there is provided a computer-implemented method for constructing a route taking into account road traffic and maneuvers of a moving object, including the steps of: searching for maneuver-dependent sections of the road on which at least two maneuvers are permitted and the travel time of which differs depending on which of the at least two mentioned maneuvers is performed; accept a request to build a route; constructing a plurality of candidate routes, for each candidate route from said plurality of candidate routes: detecting all maneuver-dependent sections of the road available on the candidate route; derive the average travel time of each of the detected maneuver-dependent sections of the road, taking into account the maneuver that must be performed on this section of the road to follow the constructed candidate route, from the location data from objects that have previously completed a similar maneuver on this section of the road within a predetermined period of time ; the average travel time of all other road sections available on the candidate route is derived from the location data of objects that have previously passed this road section; and aggregate the travel time of all road sections available on the candidate route; They transmit, as a constructed route, the candidate route that has the minimum aggregated travel time of all road sections available on the candidate route, as well as the average travel time of each road section on this route.

[0011] In accordance with a fourth aspect of the present invention, there is provided a computer-implemented method for constructing a route taking into account road traffic and maneuvers of a moving object, including the steps of: searching for maneuver-dependent road sections on which at least two maneuvers are permitted and the travel time of which differs depending on which of the at least two mentioned maneuvers is performed; accept a request to build a route; constructing a plurality of candidate routes, for each candidate route from said plurality of candidate routes: detecting all maneuver-dependent sections of the road available on the candidate route; derive the average speed of an object on each of the detected maneuver-dependent sections of the road, taking into account the maneuver that must be performed on this section of the road to follow the constructed candidate route, from the location data from objects that have previously completed a similar maneuver on this section within a predetermined period of time roads; the average speed of the object on all other sections of the road available on the candidate route is derived from the location data from the objects that have previously passed this section of the road; and obtain the average speed of the object over all sections of the road available on the candidate route; transmit, as a constructed route, the candidate route that has the maximum average speed of the object, as well as the average speed of the object on each section of the road on this route.

[0012] In accordance with a fifth aspect of the present invention, there is provided a computer-implemented navigation system that takes into account road traffic and moving object maneuvers, including: one or more computers, each of which includes a memory storing processor-executable instructions, a communications unit configured to communicating with electronic devices of users, and a processor configured to execute said processor-executable instructions for executing a method in accordance with any of the first aspect, second aspect, third aspect or fourth aspect of the present invention; wherein the memory is further configured to store a regularly updated road graph, regularly updated maneuver-dependent/independent road sections, and historical location data of users' electronic devices; wherein the communication unit is configured to receive requests from electronic devices of users for building/updating routes and location data of electronic devices, and transmitting to the corresponding electronic devices of users, in response to corresponding requests for building/updating routes, built/updated routes, including the average travel time or average speed of an object on each road section for each route.

[0013] In accordance with a sixth aspect of the present invention, there is provided an electronic user device for performing route navigation, comprising a processor, a memory, a screen, and a communication unit, the communication unit configured to transmit to a computer-implemented navigation system a user-input request to build/update a route. , passing through a predetermined territorial area and containing at least the starting point of the route and the ending point of the route, and receiving from said system a constructed/updated route, including the average travel time or average speed of the object on each section of the road independent of the maneuver and each dependent from maneuvering a section of road on this route; the memory is configured to store the constructed/updated route and road map for said predefined map of the territorial area; and the processor is configured to process the constructed/updated route and the road map to display the constructed/updated route on a map, wherein each maneuver-independent road segment of the constructed/updated route is represented on the map based on the corresponding average travel time or average speed of the object on this section of the road, and each maneuver-dependent road section of the constructed/updated route is represented on the map based on the corresponding average travel time or average speed of the object determined/determined taking into account the maneuver to be performed on this section of the road to follow the route.

[0014] Other aspects of the present invention and additional embodiments of the present invention in aspects one through six, as well as other details related to the present invention, will become apparent to one of ordinary skill in the art upon reading the following detailed description and illustrative drawings.

Brief description of drawings

[FIG. 1] Fig. 1 illustrates a flowchart of a computer-implemented method for taking into account traffic and moving object maneuvers in determining time to end of a route, according to a first aspect of the present invention.

[FIG. 2] Fig. 2 illustrates a flowchart of a computer-implemented method for taking into account traffic and moving object maneuvers in determining time to end of a route, in accordance with a second aspect of the present invention.

[FIG. 3] Fig. 3 illustrates a flowchart of a method for constructing a route taking into account road traffic and maneuvers of a moving object according to a third aspect of the present invention.

[FIG. 4] Fig. 4 illustrates a flowchart of a method for constructing a route taking into account road traffic and maneuvers of a moving object according to a fourth aspect of the present invention.

[FIG. 5] Fig. 5 illustrates a schematic diagram of a computer-implemented navigation system taking into account traffic and moving object maneuvers according to a fifth aspect of the present invention.

[FIG. 6] Fig. 6 illustrates a schematic diagram of a user's electronic device for performing route navigation according to a sixth aspect of the present invention.

[FIG. 7] Fig. 7 illustrates examples of representations of the same section of the road on the screens of users’ electronic devices depending on the routes along which the movement is carried out.

[FIG. 8] Fig. 8 illustrates a first embodiment of search step S105 for a predetermined territorial area of maneuver-dependent road sections.

[FIG. 9] Fig. 9 illustrates a second embodiment of search step S105 for a predetermined territorial area of maneuver-dependent road sections.

[FIG. 10] Fig. 10 illustrates a third embodiment of search step S105 for a predetermined territorial area of maneuver-dependent road sections.

[FIG. 11] Fig. 11 illustrates a fourth embodiment of search step S105 for a predetermined territorial area of maneuver-dependent road sections.

Detailed Description of the Invention

[0015] In FIG. 1 illustrates a computer-implemented method of taking into account traffic and the maneuvers of a moving object (eg, a vehicle or an electronic device of a user in a moving vehicle) in determining the time to the end of a route in accordance with the first aspect of the present invention. The method begins by executing step S105, in which a search is carried out for a predetermined territorial area for maneuver-dependent road sections on which at least two maneuvers are permitted and the travel time of which differs depending on which of the at least two maneuvers on each of the them is accomplished. The term “maneuver-dependent road section” hereinafter refers to a road section with at least two permitted maneuvers (for example, driving straight and turning right at an intersection), traffic intensity (expressed, for example, by travel time or the speed of an object on this section) according to which it differs depending on which of the maneuvers is performed on it. Thus, the same section of road can be defined at one point in time as a maneuver-dependent section of the road (when the said difference is detected), and at another point in time (when the mentioned difference is not detected) as a maneuver-independent section of the road. A road section in which only one maneuver is permitted (for example, only forward movement) is not determined as a maneuver-dependent road section in step S105. Instead, such a road section may be defined as a maneuver-independent road section.

[0016] The maneuver-dependent portion of the road may include a portion of the road up to a point of departure (eg, a traffic light, on-ramp, etc.) and, optionally, a portion of the road after the departure point. If a part of a road of some length after a passing point is included in such a section of the road, usually the length of this part of the road is less than the length of the part of the road up to the said passing point. An example of a maneuver-dependent road section is illustrated in FIG. 7 .

[0017] The length of both the maneuver-dependent road section and the maneuver-independent road section is not strictly limited, it can be, for example, 1 kilometer, 500 meters, 300 meters, 250 meters, 200 meters, 150 meters, 100 meters , 50 meters, 40 meters, 30 meters, 20 meters. In general, the length of a road section can be limited on one side by the boundary of the previous section of the road, and on the other side by the boundary of the subsequent section of the road. In the range between the boundary of the previous road section and the boundary of the subsequent road section, the length of the maneuver-dependent road section can be determined adaptively as the length from the boundary of the beginning of a traffic jam of moving objects performing a certain maneuver of at least two permitted maneuvers, to the passing point or boundary of the subsequent road section .

[0018] The term “predefined territorial area” refers to any geographic area for which a map or road graph is available or can be obtained/constructed, for example, one or more countries, one or more regions, one or more cities/villages, one or more districts, one or more districts, one or more streets, etc. In addition, the predefined territorial area can be selected to include only the geographic area along which the requested route is constructed from the starting point of the route to the ending point of the route. The term “permitted maneuver” means any maneuver permitted by traffic rules, road markings, traffic lights, traffic controller gestures, etc., for example, driving straight through an intersection, turning right at an intersection, turning left at an intersection, turning around at an intersection, turning around in a place permitted by markings, turn through a place permitted by markings, exit to a backup, exit from a backup, exit to the main roadway, exit from the main roadway, entry to a roundabout, exit from a roundabout, exit from the main road, exit to the main road etc.

[0019] This step S105 may be performed in advance, but it is preferable to perform this step in real time or near real time based on the most current data to obtain the most accurate result. In addition, in some embodiments of the present invention, to update the time to the end of the route and take into account the newly collected most relevant data for the remainder of the route, this step and all subsequent steps (which will be described below) can be performed on a regular basis (for example, once every 5 minutes, once every 10 minutes, etc., without limitation) until the end point of the route is reached. The term “most current data” hereinafter refers to data for a predetermined period of time, which is closest in time to the time of execution of the disclosed method, for example, data for the last 5 minutes - 60 minutes or data for a time period of 5 minutes - 60 minutes in latest available data.

[0020] Step S105 may be implemented at least in part using a regularly updated road graph that is built for at least said predefined territorial area. A road graph contains a set of nodes connected by edges, with each edge and/or each node in the road graph associated with a unique identifier. Each node or edge of a road graph may contain information related to a road characteristic, such as, but not limited to, road length information, scale information, speed limit information, number of lanes information, direction of travel information, lane marking information, about signs, information about traffic lights, information about road works, information about road accidents, information about traffic jams, information about road closures, information about the presence of tram tracks, information about the presence of railway crossings, etc. The road graph is built for a predefined territorial area and is regularly updated to add any new relevant information to it and exclude any outdated information from it. There are several options for implementing step S105.

[0021] The first embodiment of step S105 illustrated in FIG. 8 , begin by performing substep S105.1, in which candidate road sections available in a predefined territorial area are selected, each of which has at least two permitted maneuvers. In a non-limiting example of implementation, sub-step S105.1 of selecting candidate road sections available in a predefined territorial area can be implemented by the following sequence of operations: - by referring to the road graph, all possible passing points available in a predefined territorial area are found; - as a candidate road section, for each junction point, a road section is determined, including the corresponding junction point and the part of the road up to this junction point (i.e. located upstream to the junction point) of a predetermined length, or, if the distance to the previous passing point is less than the mentioned predetermined length, part of the road to this previous passing point. Other examples of implementing this substage of selecting candidate road sections available in a predetermined territorial area are possible (including manually). Alternatively, this substep may not be performed at each execution of the method, and previously selected candidate road sections may be used as candidate road sections.

[0022] Optionally, a certain road section - a candidate or a previously selected road section - a candidate can be further refined (i.e. truncated) along the boundary of the deterioration of the traffic situation (for example, the boundary of the beginning of the congestion to the junction point), if such a boundary of the deterioration of the traffic situation is indicated by the most current and currently available information about traffic jams on the corresponding candidate road section. In other examples, a particular candidate road segment or a previously selected candidate road segment may be refined based on one or more of the current time, accumulated congestion-related statistics. The truncated part of the road (up to the previous passing point) can subsequently be defined as a section of the road independent of the maneuver.

[0023] After selecting the candidate road sections available in a predetermined territorial area, substep S105.2 is started, in which the average travel time is determined for each pair of maneuvers of at least two maneuvers allowed on each of the selected candidate road sections the corresponding section of the road - the candidate with the completion of the first maneuver from the mentioned pair of maneuvers and the average travel time of this section of the road - the candidate with the performance of the second maneuver from the mentioned pair of maneuvers. In a non-limiting example, the average travel time of a corresponding candidate road segment for a first maneuver (e.g., a right turn) is determined based on the most current travel time data for a predetermined period of time, derived from location data from a set of objects that have previously made that first maneuver (i.e., a right turn). .e. turning right) on a given section of the road, and the average travel time of the corresponding section of the road - the candidate with the completion of the second maneuver (for example, driving straight) is determined on the basis of the most current data on travel time for a similar predetermined period of time, derived from the location data from the set objects that previously made this second maneuver (i.e. driving straight) on this section of the road. It would not be superfluous to note here once again that the above-mentioned right turns and straight ahead are non-limiting examples of permitted maneuvers, and an intersection at which such maneuvers may be permitted is only a non-limiting example of a passing point.

[0024] When determining the average travel time of the corresponding candidate road section both with the completion of the first maneuver and with the completion of the second maneuver, the corresponding data for the same predetermined period of time is used, for example, for the last 5 minutes (or less) - 180 minutes or over a period of time of 5 minutes (or less) - 180 minutes in the latest available data. An example of location data from which the most current travel time data can be derived are GNSS signals, which may contain any of GPS signals, GLONASS signals, Beidou signals, Galileo signals, DORIS signals, IRNSS signals, QZSS -signals, etc.

[0025] GNSS signals can be sent/received at a certain frequency, for example, but not limited to, once per unit of time selected from the range of 1 μs to 3 s, and subsequently linked to the road graph for further processing. Each such signal corresponds to a specific object (for example, contains an object identifier) and indicates its coordinate at a certain point in time, but at the same time is impersonal, i.e. does not contain any information linking the belonging of the object it characterizes to one or another category, or to one or another person. The direction of motion of an object and the speed of an object can be determined based on a time-distributed sequence of at least two signals related to that object (ie, containing the same identifier of the corresponding object). Thus, sequences of signals distributed in time from different moving objects are separable from each other and in most cases are uniquely comparable with certain permitted maneuvers performed in a particular area by assigning the signals of such sequences different impersonal identifiers of moving objects.

[0026] In a non-limiting example implementation, substep S105.2 with deriving the most current travel time data from the location data can be implemented by the following sequence of operations: - receiving/receiving a plurality of GNSS signals associated with a specific road section - a candidate - for the most current predetermined period of time ; for each pair of maneuvers allowed on a given section of the road, the first subset of sequences of time-distributed signals from objects that made the first permitted maneuver on a given section of the road, and the second subset of sequences of time-distributed signals from objects that made this section of the road is the second permitted maneuver; and referring to the data on the length of the road corresponding to the corresponding candidate road section, determine the first average travel time of the corresponding candidate road section with the completion of the first maneuver based on the first subset and determine the second average travel time of the corresponding candidate road section with the second maneuver based on second subset. The average hereinafter may be calculated according to any kind of average, such as, but not limited to, the arithmetic mean, geometric mean, quadratic mean, harmonic mean, including weighted variations thereof.

[0027] Data about the length of the road corresponding to the corresponding candidate road section or part thereof may be obtained from information contained in the road graph related to the characteristics of the corresponding candidate road section, for example, information about the length of the road or scale information. The above-described sequence of operations may further comprise, before the operation of separating subsets of time-distributed signal sequences from a plurality of GNSS signals, the operation of removing noise from said plurality of GNSS signals. This additional operation can be performed to remove any one or more of: - single signals, - signals that cannot be correctly and unambiguously associated with the road graph, - signals that indicate too fast movement (i.e. driving at a speed which is higher than a predefined threshold value of the maximum speed), - signals that indicate movement is too slow (i.e. driving at a speed that is lower than a predefined threshold value of the minimum speed), signals that indicate the direction of movement of an object deviating from the direction permitted on the road section movement (determined, for example, by the information contained in the road graph about the direction of movement or by the average direction of movement of most objects on a given section of the road) by more than a predetermined deviation value, etc.

[0028] After determining the average travel time of the corresponding road section - the candidate with the first maneuver and the average travel time of the corresponding road section - the candidate with the second maneuver, proceed to sub-step S105.3, in which it is determined whether the average travel time of the road section - differs candidate with the first maneuver and the average travel time of the road section - the candidate with the second maneuver by a predetermined threshold value or more. The predetermined difference threshold value is 1/10, more preferably 1/9, more preferably 1/8, more preferably 1/7, more preferably 1/6, more preferably 1/5, more preferably 1/4, even more preferably 1/ 3, most preferably 1/2 or more in relative or absolute terms. If it is determined in substep S105.3 that the average travel time of the candidate road section with the first maneuver and the average travel time of the candidate road section with the second maneuver differ by a predetermined threshold value or more, this road section is determined in substep S105.4 with corresponding maneuvers as a maneuver-dependent road section. If it is determined at substep S105.3 that the average travel time of the candidate road section with the first maneuver and the average travel time of the candidate road section with the second maneuver do not differ by a predetermined threshold value or more, this section is determined at substep S105.4 roads with corresponding maneuvers as a section of the road independent of the maneuver. Any road segment (eg, a road segment with a single direction of travel/maneuver permitted) not designated in substep S105.4 as a maneuver-dependent road segment or as a maneuver-independent road segment may be designated as a maneuver-independent road segment.

[0029] Information about a particular maneuver-dependent road segment may be recorded in a maneuver-dependent road segment table, such information may include, but is not limited to, any one or more of the time of determination, the location of the maneuver-dependent road segment with the corresponding maneuver, direction of movement along a maneuver-dependent road section with a corresponding maneuver, the average travel time for a given maneuver-dependent road section with a corresponding maneuver. The location of the maneuver-dependent road section with the corresponding maneuver and/or the direction of movement along the maneuver-dependent road section with the corresponding maneuver can be presented in a table in the form of, for example, the coordinates of the starting point and the passing point, indicating the identifier of the edge of the road graph to which the operation is carried out. movement to perform the corresponding maneuver, - coordinates of the starting point, passing point and end point of the road section, - identifiers associated in the road graph with the edge/edges and node included in the trajectory of the corresponding maneuver performed on the road section depending on the maneuver. It should be noted that the table is not the only possible form for presenting the above information; in other implementations, other convenient forms of storing and processing information that are known to specialists can be used. By way of example, and not limitation, the above information may be supplemented by the corresponding edges and nodes of a regularly updated road graph.

[0030] The starting point of a maneuver-dependent road section may be, but is not limited to, the boundary of a deteriorating traffic situation (for example, the boundary of the beginning of a congestion), the boundary of a previous section of the road, a point located at a predetermined distance (for example, 10 meters, 20 meters, 30 meters, 40 meters or more) after the previous passing point, the beginning of the road. The end point of a maneuver-dependent road section may be, without limitation, the boundary of an improvement in the traffic situation (for example, the end of a traffic jam) located after the current passing point, the boundary of a subsequent road section located after the current passing point, a point located at a predetermined distance ( e.g. 10 meters, 20 meters, 30 meters, 40 meters or more) after the current passing point, end of the road.

[0031] Information about a particular maneuver-independent road segment may be recorded in a maneuver-independent road segment table, such information may include, but is not limited to, any one or more of the time of determination, the location of the maneuver-independent road segment, direction of movement along a section of the road independent of the maneuver, the average travel time of this section of the road independent of the maneuver. The location of the maneuver-independent road section and/or the direction of movement along the maneuver-independent road section can be presented in a table in the form of, for example, - coordinates of the starting point and ending point, - identifiers associated in the road graph with a node and an edge or exclusively with an edge , which is part of the corresponding section of the road independent of the maneuver. It should be noted that the table is not the only possible form for presenting the above information; in other implementations, other convenient forms of storing and processing information that are known to specialists can be used. By way of example, and not limitation, the above information may be supplemented by the corresponding edges and nodes of a regularly updated road graph.

[0032] The starting point of a maneuver-independent road section may be, but is not limited to, the boundary of a deteriorating traffic situation (for example, the boundary of the beginning of a traffic jam), the boundary of a previous section of the road, a point located at a predetermined distance (for example, 10 meters, 20 meters, 30 meters, 40 meters or more) after the previous passing point, the beginning of the road. The end point of a maneuver-independent road section can be, without limitation, the boundary of an improvement in the traffic situation (for example, the end of a congestion boundary) located in front of the current passing point, the boundary of a subsequent road section located in front of the current passing point, a point located at a predetermined distance (e.g. 10 meters, 20 meters, 30 meters, 40 meters or more) in front of the current passing point, end of the road.

[0033] The second embodiment of step S105 is illustrated in FIG. 9 . To avoid repetition, only that part of the second embodiment of step S105 and related details that differ from the first embodiment of step S105 will be described below. The second embodiment of step S105 begins by executing sub-step S105.11, which corresponds to the above-described sub-step S105.1. After completing substep S105.11, proceed to substep S105.22, which differs from substep S105.2 described above in that for each pair of maneuvers of at least two maneuvers allowed on each of the selected candidate road sections, the average speed is determined object on the corresponding section of the road - a candidate with the completion of the first maneuver from the mentioned pair of maneuvers and the average speed of the object on this section of the road - the candidate with the performance of the second maneuver from the mentioned pair of maneuvers, and not the average travel time of the corresponding section of the road - the candidate with the performance of a particular maneuver .

[0034] In a non-limiting example implementation, substep S105.22 with deriving the most current data on the speed of objects from the location data can be implemented by the following sequence of operations: - receiving/receiving a plurality of GNSS signals associated with a specific road section - candidate for the most current predetermined period of time ; for each pair of maneuvers allowed on a given section of the road, the first subset of sequences of time-distributed signals from objects that made the first permitted maneuver on a given section of the road, and the second subset of sequences of time-distributed signals from objects that made this section of the road is the second permitted maneuver; and referring to the data on the length of the road corresponding to the corresponding candidate road section, determine the first average speed of the object on the corresponding candidate road section while performing the first maneuver based on the first subset and determine the second average speed of the object on the corresponding candidate road section while performing the second maneuver based on the second subset. The average hereinafter may be calculated according to any kind of average, such as, but not limited to, the arithmetic mean, geometric mean, quadratic mean, harmonic mean, including weighted variations thereof. Some types of GNSS signals may directly contain data on the speed of objects, in which case the determination of the average speed in the above sequence of operations can be carried out without resorting to data on the length of the road corresponding to the corresponding candidate road section, which can further reduce the computational complexity to some extent method disclosed here.

[0035] After completing substep S105.22, proceed to performing substeps S105.33, S105.44, which differ from the corresponding substeps S105.3, S105.4 described above only in that the maneuver-dependent road section (or, otherwise case, a road section that does not depend on the maneuver) is determined by the difference in the average speed of an object with the completion of the first maneuver on the candidate road section and the average speed of the object on this candidate road section with the completion of the second maneuver by a predetermined threshold value or more, and not by the difference in the average travel time of a candidate road section with the performance of one or another maneuver.

[0036] The third embodiment of step S105 is illustrated in FIG. 10 . To avoid repetition, only that part of the third embodiment of step S105 and related details that differ from the first embodiment of step S105 will be described below. The third embodiment of step S105 begins by executing sub-step S105.111, which corresponds to the above-described sub-step S105.1. After completing substep S105.111, proceed to performing substep S105.222, which differs from substep S105.2 described above in that for each pair of maneuvers of at least two maneuvers allowed on each of the selected candidate road sections, the travel time of the corresponding section of the road - the candidate with the first maneuver from the mentioned pair of maneuvers and the travel time of this section of the road - the candidate with the second maneuver from the mentioned pair of maneuvers are not determined (based on the most relevant current past data, for example, data for the last two hours), but predicted (based on older historical data, such as data that was received more than two hours ago). The boundary between the most current current historical data and the more recent past data may be defined as something other than two hours, such as one hour, or three hours, or some other value.

[0037] This embodiment of step S105 can be applied when there is insufficient or no up-to-date location data for outputting up-to-date travel time data. Thus, the transition to execution of step S105 according to the third embodiment can be performed by checking the execution condition. Examples of such conditions may be, but are not limited to, one of the following conditions: - whether the volume of available location data (i.e. the number of GNSS signals) associated with a specific candidate road segment for the most current predefined period of time is large or equal to the threshold value of the minimum amount of data, whether the number of objects (determined by GNSS signals) passing along a specific candidate road section for the most current predefined period of time is greater than or equal to the threshold value of the minimum number of objects, etc. If the amount of available location data is not greater than or equal to the minimum data amount threshold or if the number of objects is not greater than or equal to the minimum number of objects threshold, a determination may be made that step S105 should be performed according to the third embodiment. Those skilled in the art will understand that the above examples of conditions for proceeding to step S105 according to the third embodiment should not be interpreted in a limiting sense, since similar in function but differently formulated conditions can be thought out by ordinary persons of ordinary skill without any creative effort, i.e. e. without any invention.

[0038] In a non-limiting example implementation, substep S105.222 can be implemented by the following sequence of operations: - gradually extending (further back in time) the most current predetermined time period until a plurality of GNSS signals greater or equal in size are received threshold value of the minimum amount of data or until a plurality of GNSS signals are received indicating the passage of objects along the candidate road section in a number that is greater than or equal to the threshold value of the minimum number of objects; for each pair of maneuvers allowed on a given section of the road, the first subset of sequences of time-distributed signals from objects that made the first permitted maneuver on a given section of the road, and the second subset of sequences of time-distributed signals from objects that made this section of the road is the second permitted maneuver; and referring to data on the length of the road corresponding to the corresponding candidate road section, predict the first travel time of the corresponding candidate road section with the completion of the first maneuver based on the first subset and predict the second travel time of the corresponding candidate road section with the second maneuver based on the second subset .

[0039] The prediction operation itself in the above-described process flow of the implementation example of substep S105.222 may be performed as, for example, simple averaging, weighted averaging, prediction using a machine learning model based on a random forest of decision trees or based on gradient boosting of decision trees, or as forecasting using a neural network model. Simple averaging can be calculated according to any kind of average, such as, but not limited to, arithmetic mean, geometric mean, root mean square, harmonic mean.

[0040] The types of average used in calculating a weighted average are similar to those above for calculating a simple average, and the weighting can be carried out, for example, in such a way as to increase the weight of the readings of those GNSS signals that were received and assigned to the corresponding candidate road segment closer in time to a similar day of the week and a similar time in the past. In other words, if the disclosed method, and in particular its substep S105.222, is performed on Monday at 18:00, then the maximum weight can be assigned to the readings of those GNSS signals that were received and assigned to the corresponding candidate road section last Monday at 18: 00 or during the period from 18:00 to 18:10, or from 18:00 to 18:20, or from 18:00 to 18:30, etc., and the weight reduction can be applied to the readings of any GNSS signals, which were accepted and linked to the corresponding candidate road section after a specified moment or period of time. Those skilled in the art will recognize that the above example of weighted averaging should not be interpreted in a limiting sense, since ordinary practitioners will appreciate other options for weighted averaging that take into account, for example, not only the day of the week and time, but also factors such as the presence/absence of precipitation, the presence/absence traffic accident or repair work on a candidate road section, an adjustment for the time of approach to the candidate road section of interest, etc., or any combination thereof.

[0041] Various algorithms for obtaining a machine learning model based on a random forest of decision trees or gradient boosting of decision trees, as well as training a neural network model, are known and described in detail in the prior art. Any static or dynamic information contained in the road graph related to the characteristics of the road can be used as training data for obtaining/training such models. Static (or rarely changed) training information may include the following information associated with the corresponding edges or nodes of the road graph, but not limited to, information about the length of the road, information about the scale, information about the permitted speed, information about the number of lanes, information about direction of travel, information about markings, information about signs, information about traffic lights, information about the presence of tram tracks, information about the presence of railway crossings, etc., or any combination thereof. Dynamic (i.e. information that changes over time) training information may include the following information linked to the corresponding edges or nodes of the road graph, as well as time information, but without limitation, information about congestion, information about traffic accidents, information about road works, information about precipitation, information about temperature, information about road closures, information about days of the week, etc., or any combination of these.

[0042] After execution of substep S105.222, proceed to execution of substeps S105.333, S105.444, which differ from the corresponding substeps S105.3, S105.4 described above only in that the maneuver-dependent road section (or, otherwise case, a road section independent of the maneuver) is determined by the difference in the predicted travel time of the corresponding road section - the candidate with the first maneuver and the forecast travel time of the corresponding road section - the candidate with the second maneuver by a predetermined threshold value or more, and not by the difference in the average travel time section of the road - a candidate for performing one or another maneuver.

[0043] The fourth embodiment of step S105 is illustrated in FIG. eleven . To avoid repetition, only that part of the fourth embodiment of step S105 and related details that differ from the third embodiment of step S105 will be described below. The fourth embodiment of step S105 begins by executing sub-step S105.1111, which corresponds to the above-described sub-step S105.111. After completing substep S105.1111, proceed to performing substep S105.2222, which differs from substep S105.222 described above in that for each pair of maneuvers of at least two maneuvers allowed on each of the selected candidate road sections, the speed of the object is predicted on the corresponding section of the road - the candidate with the completion of the first maneuver from the mentioned pair of maneuvers and the speed of the object on this section of the road - the candidate with the performance of the second maneuver from the mentioned pair of maneuvers, and not the travel time of the corresponding section of the road - the candidate with the performance of this or that maneuver.

[0044] In a non-limiting example implementation, substep S105.2222 can be implemented by the following sequence of operations: - gradually extending (further back in time) the most current predetermined time period until a plurality of GNSS signals greater or equal in size are received (i.e., the total number of GNSS signals) to the threshold value of the minimum amount of data or until a plurality of GNSS signals are received indicating the passage of objects along the candidate road section in a number that is greater than or equal to the threshold value of the minimum number of objects; for each pair of maneuvers allowed on a given section of the road, the first subset of sequences of time-distributed signals from objects that made the first permitted maneuver on a given section of the road, and the second subset of sequences of time-distributed signals from objects that made this section of the road is the second permitted maneuver; and referring to the data on the length of the road corresponding to the corresponding candidate road section, predict the first speed of the object on the corresponding candidate road section with the performance of the first maneuver based on the first subset and predict the second speed of the object on the corresponding candidate road section with the performance of the second maneuver based on second subset. Some types of GNSS signals may directly contain data on the speed of objects, in which case the prediction of the speed of an object in the above sequence of operations can be carried out without resorting to data on the length of the road corresponding to the corresponding candidate road section, which can further reduce the computational complexity to some extent method disclosed here.

[0045] After completing substep S105.2222, proceed to performing substeps S105.3333, S105.4444, which differ from the corresponding substeps S105.333, S105.444 described above only in that the maneuver-dependent road section (or, otherwise case, a road section independent of the maneuver) is determined by the difference in the predicted speed of an object on the candidate road section with the first maneuver and the predicted speed of the object on the candidate road section with the second maneuver by a predetermined threshold value or more, and not by the difference in the predicted travel time of the corresponding section of the road - the candidate with the performance of one or another maneuver.

[0046] Four embodiments of step S105 are described in detail above, which should be interpreted solely as non-limiting examples. After reviewing the above information, those of ordinary skill in the art will recognize other possible embodiments of step S105 or modifications thereof. As an example, certain aspects of the various embodiments of step S105 described above may be combined or modified to create a new embodiment. Returning to the description of FIG. 1 , after finding the maneuver-dependent road sections (and maneuver-independent road sections) for a predetermined territorial area in step S105, proceed to step S110, in which a request for constructing a route passing through said predefined territorial area is received. The route request may contain at least a route starting point and a route ending point. A request to build a route may additionally/optionally contain one or more intermediate route points. Reception of the routing request can be carried out in any suitable form and using wireless communication based on any wireless data transmission standard (for example, 3G, LTE, 5G, Wi-Fi, WiMax, etc.).

[0047] After receiving a request to build a route passing through the predetermined territorial area, route construction is carried out in step S115. This stage is carried out on the basis of the information contained in the request to build a route, using a regularly updated road graph built for a predefined territorial area. The route calculation can be performed by any known algorithm (for example, Dijkstra's algorithm) with optimization of one or more of the time to the end of the route, the distance to the end of the route, the number of maneuvers to the end of the route, the number of traffic lights to the end of the route, etc.

[0048] When constructing a route at step S115, the time-optimal route from a plurality of candidate routes can be determined more correctly by more accurately taking into account the average travel time / average speed of an object on maneuver-dependent sections of the road within a particular candidate route. To do this, the following sequence of operations can be performed, in which: based on a request to build a route, a set of candidate routes is determined, and then for each candidate route from the said set of candidate routes: - all maneuver-dependent road sections located on the route are detected - candidate; - determine the average travel time for each of the detected maneuver-dependent road sections available on the candidate route, taking into account the maneuver that must be performed on this road section to follow the constructed candidate route, and such average travel time is determined on the basis of the most up-to-date travel time data for a predetermined period of time, derived from anonymized location data from a variety of objects that previously made a similar maneuver on a given section of the road; - determine the average travel time of all other road sections available on the candidate route based on the most current data on travel time for a predetermined period of time, derived from anonymized location data from a set of objects that have previously passed this section of the road; and - aggregate the travel time of all road sections available on the candidate route. As a constructed route, the candidate route from the mentioned set of candidate routes is used, which has the minimum aggregated travel time of the entire route. In an alternative sequence of operations, instead of the average travel time, the average speed of the object on sections of the road is determined, the average speed of the object is obtained over all sections of the road available on the candidate route, and the candidate route from the mentioned set of candidate routes that has the maximum averaged speed is used as the constructed route. speed of the object.

[0049] After constructing the route, in step S120, all maneuver-dependent road sections present on the route are detected. This detection may be performed based on information about previously identified maneuver-dependent road sections contained in a regularly updated road graph or table of maneuver-dependent road sections. In a non-limiting example implementation, step S120 can be implemented by the following sequence of operations: determine from the road graph the sequence of edges and nodes forming the corresponding constructed route, as well as the direction of movement at each edge and node on the route; detect as maneuver-dependent road sections those road sections dependent on maneuvers, information about which is supplemented by the corresponding edges and nodes of a certain sequence. In another non-limiting example, implementations detect as maneuver-dependent road sections those maneuver-dependent road sections that are both contained in the constructed route (as at least part of it) and are indicated as such by information contained in the table of maneuver-dependent road sections. In yet another non-limiting example of implementation, all the maneuver-independent road sections on the constructed route are first discovered based on information that is added to the corresponding edges and nodes of a certain sequence in the road graph or which is contained in the table of maneuver-independent road sections, and then all the remaining road segments on the route (i.e., routes not previously defined as maneuver-independent road segments) are detected as maneuver-dependent road segments. Given the information that is determined and stored in a road graph, a table of maneuver-dependent road sections, or a table of maneuver-independent road sections according to the present invention, those skilled in the art will understand other possible implementation examples of step S120.

[0050] Step S120 of detecting all maneuver-dependent road segments present on the route may further comprise sub-steps in which: determining a chain of two or more maneuver-dependent road sections on the route immediately following each other and processing the determined chain as one available on route, a section of the road that depends on maneuvers. In a similar way, two or more sections of the road that are independent of maneuvers can be combined into chains if they are found on the route as immediately following each other. Such a combination reduces the total number of subsequent computational operations to be performed when determining the time to the end of the route, and, if we are talking about combining sections of the road that depend on maneuvers, it allows us to identify and take into account the unobvious influence of the chain of maneuvers on the final travel time or the speed of the object on such sections road, since the travel time or speed of an object on such a chain of maneuver-dependent sections of the road will be determined on the basis of a subset of sequences of time-distributed signals from objects that have completed exactly such a chain of maneuvers on a given section of the road.

[0051] After detecting all the route-dependent maneuverable road sections, the method proceeds to step S125, in which the average travel time of each of the detected maneuver-dependent road sections along the route is determined, taking into account the maneuver to be performed on the corresponding section of the road to follow the constructed route. This average travel time is determined based on the most current travel time data for a predetermined period of time, derived from location data from many objects that have previously made a similar maneuver on a given road section. It should be understood that in some embodiments of the disclosed method, such “determining” the average time at this step S125 may include simply (re)using (i.e., without actually calculating) the average travel time of the corresponding maneuver-dependent road section that was previously determined in the above sub-step S105.2 to avoid unnecessary re-calculation of a previously calculated one, i.e. already available information. The method then proceeds to step S130, which determines the average travel time of all remaining (independent of maneuver) road segments on the route based on the most current travel time data for a predetermined period of time, derived from the location data from the plurality of objects that were previously drove this section of the road.

[0052] Since in step S130 the average travel time is determined for sections of the road that do not depend on any maneuvers, when determining it there is no need (as in the exemplary sequence of operations for implementing substep S105.2 described above) in any selection from the set GNSS signals of various subsets of time-distributed signal sequences (for different maneuvers), i.e. The average travel time at step S130 is determined based on the entire set of GNSS signals associated with the corresponding maneuver-independent road section for the most current predetermined time period. Another difference between steps S125 and S130 from the substep S105.2 described above is that the average travel time is determined not for the implementation of the search (at a preliminary stage, which may be an offline stage) for a predefined territorial area of maneuver-dependent road sections, but for the actual actualization (at the stage of use) the average travel time of a particular section. Otherwise, the details and implementation examples of steps S125 and S130 are similar to the details and implementation examples of sub-step S105.2 described above, so they are not repeated here. Execution of step S130 makes it possible to further improve the accuracy of determining the time to the end of the route, especially in the case where the preliminary stage and the stage of using the disclosed method are separated in time.

[0053] The method illustrated in FIG. 1 ends with the transmission at step S135 of the constructed route, including the average travel time of each road section on this route. Transmission of the constructed route, including the average travel time of each road section on the route, can be carried out in any suitable form and using wireless communication based on any wireless data transmission standard (for example 3G, LTE, 5G, Wi-Fi, WiMax, etc.) .d.).

[0054] A method for taking into account road traffic and maneuvers of a moving object when determining the time to the end of a route according to the first aspect of the present invention, described above with reference to FIG. 1 may be implemented by computer 50 or a plurality of parallel computing capable computers (eg, computer-implemented navigation system 500). The computer 50 and the computer-implemented navigation system 500 will be described in detail below with reference to FIG. 5 . The routing request may be received in step S110 from the user's electronic device 60, and the built routing can be transmitted in step S135, respectively, to the user's electronic device 60. The user's electronic device 60 will be described in detail below with reference to FIG. 6. A method for taking into account road traffic and maneuvers of a moving object when determining the time to the end of a route according to the first aspect of the present invention, described above with reference to FIG. 1 solves the above-mentioned technological problems in the prior art with the achievement of the specified technical result.

[0055] Some additional features and capabilities of the method disclosed herein will now be described. These features and capabilities apply as described above with reference to FIG. 1 to the method of taking into account road traffic and maneuvers of a moving object when determining the time to the end of a route according to the first aspect of the present invention, as well as any other aspect of the present invention, which will be described in detail below with reference to FIG. 2-7 .

[0056] According to one aspect of the present invention, upon receiving a route update request from a user's electronic device containing the current location data of the user's electronic device, or on a regular basis until the user's electronic device transmits the current location data of the electronic device , indicating the end point of the route, the method may further comprise the following stages, in which: all the road sections available on the remaining route, depending on maneuvers, are detected; determine the average travel time of each of the detected road sections remaining on the route, depending on maneuvers, taking into account the maneuver that must be performed on this section of the road to follow the remaining route, and such average travel time is determined based on the most current data on travel time for a predetermined period of time inferred from anonymized location data from a set of objects that previously made a similar maneuver on a given section of the road; determine the average travel time of all other road sections available on the remaining route based on the most current data on travel time for a predetermined period of time, derived from anonymized location data from a set of objects that have previously passed this section of the road; and transmitting to the user's electronic device the updated average travel time for each road section on the remaining route. In an alternative embodiment of this feature of the present invention, instead of the average travel time, the average speed of the object on the remaining sections of the road is determined and the updated speed of the object on each section of the road for the remaining part of the route is transmitted to the user's electronic device. Such an update, performed at the user's request or on a regular basis, allows you to update (i.e. recalculate using the most current data) the data for the remaining part of the route, which can be useful for refining the forecast of time until the end of the route when the method is used when driving through densely populated areas. areas/cities with rapidly changing transport traffic.

[0057] If, for example, during the update described above, the average travel time of a predetermined number of road segments remaining on the route is determined, which differs from the initially determined average travel time of the corresponding road segments by a predetermined threshold value or more, the route is rebuilt. The predetermined number used herein may be 3 or more, and the predetermined threshold used herein may be 1/10, more preferably 1/9, more preferably 1/8, more preferably 1/7, more preferably 1/6, more preferably 1 /5, more preferably 1/4, even more preferably 1/3, most preferably 1/2 or more in relative or absolute terms. In an alternative embodiment of this feature of the present invention, the average speed of the object may be used instead of the average travel time.

[0058] The rebuilt route, including the average travel time for each road segment on that rebuilt route, can be compared with the remainder of the originally constructed and transmitted route and transmitted to the user's electronic device only when the rebuilt route differs from the remainder of the originally constructed route . This feature avoids the unnecessary processing associated with re-presenting the same route on the user's electronic device, as well as wasting the bandwidth of the communications system being used.

[0059] Next, with reference to FIG. 2 describes in detail a computer-implemented method of taking into account road traffic and the maneuvers of a moving object in determining the time to the end of a route in accordance with the second aspect of the present invention. The method according to the second aspect of the present invention is most preferred. To avoid repetition, only that part of the method according to the second aspect that differs from the method according to the first aspect will be described below. The main difference between the method according to the second aspect and the method according to the first aspect of the present invention is the combination of the above-described steps S105 and S120 into one combined step S215, which is advantageous from the standpoint of further minimizing the amount of calculations, since maneuver-dependent road sections are searched in the method according to the second aspect only for a specific route, and not for the entire predefined territorial area.

[0060] A computer-implemented method of taking into account road traffic and maneuvers of a moving object in determining the time to the end of a route according to the second aspect begins by executing step S205, in which a request to construct a route passing through a predetermined territorial area is received. The details and implementation examples of step S205 are similar to the above-described details and implementation examples of step S110, so they are not repeated here. Then proceed to step S210, in which the route is constructed. The details and implementation examples of step S210 are similar to the above-described details and implementation examples of step S115, so they are not repeated here. The main difference here is only that stages S205, S210 are performed before the stage of searching for maneuver-dependent road sections.

[0061] After constructing the route, the execution of the (combined) step S215 proceeds, in which the maneuver-dependent sections of the road on which at least two maneuvers are allowed and the travel time of which differs depending on which of the at least two maneuvers are on each of them is carried out, they search precisely on the constructed route. Thus, in contrast to step S105, step S215 is used in a limited manner to search for maneuver-dependent road sections only on the constructed route, and not on the entire predefined territorial area. Otherwise, other details, operating principles and embodiments of step S215 are the same as the details, operating principles and embodiments of step S105 described above, so they will not be repeated here.

[0062] After finding all the maneuver-dependent road sections for the constructed route, proceed to step S220, in which the average travel time of each found maneuver-dependent road section is determined, taking into account the maneuver that must be performed on this road section to follow the constructed route . This average travel time is determined based on the most current travel time data for a predetermined period of time, derived from location data from many objects that have previously made a similar maneuver on a given road section. It should be understood that in some embodiments of the disclosed method, such “determining” the average time at this step S220 may include simply (re)using (i.e., without actually calculating) the average travel time of the corresponding maneuver-dependent road section that was previously determined in the above-described sub-step S215 to avoid unnecessary re-calculation of the previously calculated one, i.e. already available information. Other details, operating principles and implementation examples of step S220 are similar to the details, operating principles and implementation examples of step S125 described above, so they are not repeated here.

[0063] Then proceeds to step S225, which determines the average travel time of all remaining road segments on the route based on the most current travel time data for a predetermined period of time, derived from location data from a plurality of objects that have previously passed this road segment . The details, operating principles, and implementation examples of step S225 are similar to the details, operating principles, and implementation examples of step S130 described above, so they are not repeated here. Finally, the constructed route, including the average travel time of each road segment on this route, is transmitted in step S230. The details, operating principles, and implementation examples of step S230 are similar to the details, operating principles, and implementation examples of step S135 described above, so they are not repeated here.

[0064] Next, with reference to FIG. 3 describes in detail a computer-implemented method for constructing a route taking into account road traffic and maneuvers of a moving object according to the third aspect of the present invention. Details, operating principles and implementation examples of steps and operations in the method according to the third aspect of the present invention, which are similar to the steps and operations in the methods according to the first and second aspects of the present invention, will not be described again further. The method according to the third aspect of the present invention relates to route generation.

[0065] The method begins by executing step S305, in which a search is carried out, for a predetermined territorial area, for maneuver-dependent road sections on which at least two maneuvers are permitted and the travel time of which differs depending on which of the at least two two maneuvers are performed. The details, operating principles and embodiments of step S305 are the same as the details, operating principles and embodiments of step S105 described above, so they will not be repeated here. Then, in step S310, a route building request is received. The details, operating principles, and implementation examples of step S310 are the same as the details, operating principles, and implementation examples of step S110 described above, so they are not repeated here.

[0066] After finding all maneuver-dependent road segments for a predetermined territorial area and receiving a request to build a route through the predetermined territorial area, proceed to step S315, in which a plurality of candidate routes through the predetermined territorial area are constructed. The details, operating principles, and implementation examples of step S315 are the same as the details, operating principles, and implementation examples of step S115 described above, so they are not repeated here.

[0067] Then, for each candidate route from the plurality of candidate routes, step S320 is performed, in which all maneuver-dependent road segments present on the candidate route are detected, step S325, in which the average travel time of each of the detected maneuver-dependent road segments is output. sections of the road, taking into account the maneuver that must be performed on this section of the road to follow the constructed candidate route, from location data from objects that previously completed a similar maneuver on this section of the road within a predetermined period of time, step S330, at which the average travel time is derived all other road sections available on the candidate route from the location data from objects that have previously passed this road section, and the travel times of all road sections available on the candidate route are aggregated at step S335. The details, operating principles and implementation examples of steps S320, S325, S330 are similar to the details, operating principles and implementation examples of steps S120, S125, S130 described above, so they are not repeated here. The aggregation in step S335 of the travel times of all available road segments on the candidate route can be performed by any known method, for example, but not limited to, averaging, weighted averaging, etc.

[0068] Finally, at step S340, the candidate route that has the minimum aggregated travel time of all road sections available on the candidate route, as well as the average travel time of each road section on this route, is determined as the constructed route and transmitted. The details, operating principles, and implementation examples of step S340 are similar to the details, operating principles, and implementation examples of step S135 described above, so they are not repeated here.

[0069] Next, with reference to FIG. 4 describes in detail a computer-implemented method for constructing a route taking into account road traffic and maneuvers of a moving object according to the fourth aspect of the present invention. To avoid repetition, only that part of the method according to the fourth aspect that differs from the method according to the third aspect will be described below. The main difference between the method according to the fourth aspect and the method according to the third aspect of the present invention is that in steps S425, S430, S435 they work with the average speed of the object on the road section, and not with the average travel time of the road section. Since the criterion is the speed of the object in the last step S440 of the method according to the fourth aspect of the present invention, the candidate route that has the maximum average speed of the object, as well as the average speed of the object on each road section on this route, is determined as the constructed route and transmitted. Otherwise, the details, operating principles and implementation examples of steps S305 - S340 are similar to the details, operating principles and implementation examples of steps S405 - S440 described above, so they are not repeated here.

[0070] In FIG. 5 schematically illustrates an exemplary computer-implemented navigation system 500 (hereinafter referred to as computer system 500 or simply system 500 for brevity) that takes into account traffic and vehicle maneuvers when constructing routes or determining time to completion of routes. This system can be used to perform any of the above described methods according to the present invention. System 500 may include a plurality of computers 50, each of which includes a memory 50.1 storing processor-executable instructions, a communications unit 50.2 configured to communicate with user electronic devices 60, and a processor 50.3 configured to execute said processor-executable instructions to execute any of the methods described above according to the present invention.

[0071] In some embodiments of the present technology, each computer 50 may be implemented as a conventional computer server. In one non-limiting example, computer 50 is implemented as a Dell™ PowerEdge™ server running a Microsoft™ Windows Server™ or Linux operating system, but may also be implemented in any other suitable hardware, software and/or firmware or combination thereof. As shown in FIG. 5, the system contains three computers, but it should be understood that the number of computers could be different (for example, the entire system 500 could be implemented by a single computer 50, or contain any number of computers 50 greater than one).

[0072] As shown in FIG. 5 , a non-limiting embodiment of the present technology, in which the system 500 includes three computers 50, the functionality of the system 500 and the computing and other load are distributed across the computers 50. The system 500 and the computers 50 may optionally be configured to support parallel computing. Bidirectional communication between computers can be achieved using a high-speed data bus (e.g., PCI/PCI Express bus, Universal Serial Bus, IEEE 1394 Firewire bus, SCSI bus, Serial-ATA bus, etc.) or using a high-speed interface wireless communication, implemented, for example, by a millimeter wave antenna. In an alternative embodiment, the computers 50 may operate in isolation, and the distribution of jobs (eg, routing/updating requests) may be performed by one of the computers that is designated as the host computer, or performed in a manner that distributes the load evenly among the computers 50.

[0073] Memory 50.1 may include read only memory and/or random access memory. The memory 50.1 may be further configured to store a regularly updated road graph, regularly updated maneuver dependent/independent road segments, historical location data of all users' electronic devices, as well as any other data required for operation. The memory 50.1 can store an operating system and one or more programs/applications. The operating system may be, for example, Microsoft™ Windows™ or Linux. The one or more programs/applications may be any program or set of programs that include programmed instructions that can be executed by processor 50.3 to control actions taken by computer system 500 or individual components thereof.

[0074] Non-limiting examples of persistent memory 50.1 may include a solid state drive (SSD), which may use an integrated circuit assembly for persistent data storage, a hard disk drive (HDD), such as an electromechanical device that uses magnetic storage for storing and retrieving digital data, optical a disk, a removable memory card (eg, an SD card), a flash memory device that may be connected to the computer system 500, for example, via a universal serial bus (USB). Other non-limiting examples of read-only memory 50.1 may be ROM, PROM, EPROM, EEPROM, or any modifications/combinations of the above types of read-only memory. Non-limiting examples of 50.1 RAM may include RAM, DDR, LPDDR, DRAM, SRAM, SDRAM, SDR SDRAM, DDR SDRAM, or any modifications/combinations thereof.

[0075] In some implementations, the computer system 500 may use well-known virtual memory techniques that allow programs/applications of the computer system 500 to behave as if they were accessing a large, contiguous address space instead of accessing multiple, smaller storage spaces. such as 50.1 memory blocks. Therefore, those skilled in the art will appreciate that while typically any data, operating system, and any programs reside in memory 50.1 permanently and completely, alternatively, such data, operating system, and programs may reside in a specific block of permanent or RAM memory 50.1 at a specific location. point in time is not constant and/or not completely, but can be distributed over many memory blocks through virtualization.

[0076] Processors 50.3 may include one or more microprocessors and/or other integrated circuits. Processors 50.3 execute software instructions stored in memory 50.1. When the computer system 500 starts up, the processors 50.3 may initially execute boot routines and/or program instructions comprising the operating system, firmware, or other programs/applications.

[0077] In some implementations of the present technology, processor 50.3 may be a general purpose processor, such as a central processing unit (CPU), or a purpose-specific processor, such as a digital signal processor (DSP). In addition, use of the term "processor" should not be construed to refer solely to hardware capable of executing software, and may implicitly include, but is not limited to, application-specific integrated circuit (ASIC), field programmable gate array (FPGA), system on-chip (SoC), built-in read-only memory, built-in RAM. Other hardware, traditional and/or custom, may also be included in the processor 50.3.

[0078] Any steps of the methods described above may be executed or controlled by processor 50.3 by executing corresponding computer-executable instructions stored in memory 50.1. Non-limiting examples of possible forms of such instructions include assembly instructions, machine instructions, firmware instructions, configuration data for an integrated circuit, or source/object code written in any combination of one or more programming languages (e.g. Java, C, C++, C# , Python, etc.). In addition, the processor 50.3 may cause any hardware/software unit of the computer 50 to perform, at a given time, a desired function implemented by that hardware/software unit.

[0079] The communication unit 50.2 may be used to communicate the computer 50 of the system 500 with the user electronic device 60. More specifically, the communication unit 50.2 is configured to receive requests for building/updating routes and location data of electronic devices from electronic devices 60 of users, and transmitting to the corresponding electronic devices 60 of users, in response to the corresponding requests for building/updating routes built/updated routes, including the average travel time or average speed of an object on each road section for each route. Any other data can be transmitted to/received from the electronic devices of the 60 users via the communication unit 50.2.

[0080] Communication between the computer 50 of the system 500 and one or more user electronic devices 60 may be accomplished through any type of communications network. The communication unit 50.2 may include a network interface implemented through a combination of hardware and software and allowing communication over the network. In some implementations, the network interface may be a wireless network interface. Software in a network interface may include software that uses one or more network protocols to communicate over a network. For example, network protocols may include TCP/IP (Transmission Control Protocol/Internet Protocol). In addition, the communication unit 50.2 may contain or interface with a transceiver (not shown) providing wireless communication with user electronic devices 60 based on any wireless data standard (e.g. 3G, LTE, 5G, Wi-Fi, WiMax, etc. .).

[0081] It should be understood that the computer system 500 is an example only, and that the disclosed technology may be used with computer systems or other computing devices having other configurations. For example, to implement functions related to machine learning and neural networks (for example, in some embodiments of substep S105.222), a computer system may be equipped with or have access to specialized (i.e., dedicated specifically for this purpose) CPU, GPU units , and/or neural processors. Additionally, computer 50 may be equipped with other computer standard components not explicitly listed above, such as input/output, network card, motherboard, power supply, required connections/buses, etc.

[0082] In FIG. 6 is a schematic diagram showing an exemplary configuration of a user electronic device 60 for performing route navigation according to a sixth aspect of the present invention. The user electronic device 60 includes a processor 60.1, a memory 60.2, a screen 60.3, and a communications unit 60.4. The user's electronic device 60 may be an electronic device located in a user's object or an electronic device that is a component of an object owned by the user. By “object” in this disclosure we mean any moving or following object, for example, a vehicle. Thus, in the first case, the electronic device 60 may be a user's personal electronic (computing) device that provides a navigation function for the user, such as a smartphone, tablet, laptop, etc., and in the second case, the electronic device 60 may be built into a vehicle an electronic component (for example, an embedded navigation system computing unit) configured to provide a navigation function to a user of a vehicle. The navigation function can be provided through an installed or built-in navigation application (for example, the Yandex Navigator application).

[0083] When providing a navigation function, the processor 60.1 may be configured to process (eg, through an installed navigation application) the built/updated route and road map to display the built/updated route on a map. Each maneuver-independent road segment of the constructed/updated route is represented on the map based on the corresponding average travel time or average speed of the object on that road segment. Each maneuver-dependent road segment of the constructed/updated route is represented on the map based on the corresponding average travel time or average speed of the object determined/determined taking into account the maneuver to be performed on this road segment to follow the route.

[0084] Processor 60.1 may include one or more microprocessors and/or other integrated circuits. Processor 60.1 executes program instructions stored in memory 60.2. When the user electronic device 60 starts up, the processor 60.1 may initially execute a boot routine and/or software instructions comprising an operating system, firmware, or other programs/applications.

[0085] In some implementations of the present technology, processor 60.1 may be a general purpose processor, such as a central processing unit (CPU), or a purpose-specific processor, such as a digital signal processor (DSP). In addition, use of the term "processor" should not be construed to refer solely to hardware capable of executing software, and may implicitly include, but is not limited to, application-specific integrated circuit (ASIC), field programmable gate array (FPGA), system on-chip (SoC), built-in read-only memory, built-in RAM. Other hardware, traditional and/or custom, may also be included in the processor 60.1.

[0086] The processor 60.1 of the user electronic device 60 may execute, or at least control the execution of, any step associated with providing a navigation function by executing corresponding computer-executable instructions stored in the memory 60.2. Non-limiting examples of possible forms of such instructions include assembly instructions, machine instructions, firmware instructions, configuration data for an integrated circuit, or source/object code written in any combination of one or more programming languages (e.g. Java, C, C++, C# , Python, etc.). In addition, the processor 60.1 may cause any hardware/software unit of the user's electronic device 60 to perform, at a given time, a desired function implemented by that hardware/software unit.

[0087] In some aspects of the present invention, some or all of the operations of the methods disclosed above, typically performed by the computer-implemented navigation system 500, may be performed on the user electronic device 60 itself in the processor 60.1 based on information that may be available on the user electronic device 60 (e.g. in memory 60.2) or which can be requested/received from the computer-implemented navigation system 500 (via communication blocks 50.2, 60.4). As an example, the computer-implemented navigation system 500 may be responsible for constructing and regularly updating a road graph and/or tables of maneuver-dependent/independent road segments, which can be transmitted (via communication blocks 50.2, 60.4) to the user's electronic device 60 for timing purposes. to the end of a specific user-specified route on the device itself 60.

[0088] Memory 60.2 may include read only memory and/or random access memory. The memory 60.2 may be configured to store a constructed/updated route and road map for said predefined area map. The memory 60.2 may be further configured to store a regularly updated road graph, regularly updated maneuver-dependent/independent road segments (eg in the form of corresponding tables) and historical location data of the user's electronic device, as well as any other data required for operation. Memory 60.2 can store the operating system and one or more programs/applications (for example, the Yandex Navigator application). The operating system can be, for example, Android, iOS, HarmonyOS, Microsoft Windows or Linux. The one or more programs/applications may be any program or set of programs that include programmed instructions that can be executed by the processor 60.2 to control actions taken by the user electronic device 60 or its components. Non-limiting examples of 60.2 read-only memory may include SSD, ROM, PROM, EPROM, EEPROM, removable memory card, or any modifications/combinations thereof. Non-limiting examples of 60.2 RAM may include RAM, DDR, LPDDR, DRAM, SRAM, SDRAM, SDR SDRAM, DDR SDRAM, or any modifications/combinations thereof.

[0089] The communication unit 60.4 communicates with the communication unit 50.2 in the system 500. In particular, the communication unit 60.4 is configured to transmit to the computer-implemented navigation system 500 a user-input request to build/update a route passing through a predetermined territorial area and containing at least at least the starting point of the route and the ending point of the route, and receiving from said system 500 a constructed/updated route, including the average travel time or average speed of the object on each maneuver-dependent/independent section of the road. Any other data may be transmitted to/received from the computer system 500 via communication unit 60.4.

[0090] Communication between communication unit 60.4 and system 500 may be through any type of communication network. The communication unit 60.4 may include a network interface implemented through a combination of hardware and software and allowing communication over the network. The communication unit 60.4 may contain or interface with a transceiver that provides wireless communication with the system 500 based on any wireless data standard (eg, 3G, LTE, 5G, Wi-Fi, WiMax, etc.).

[0091] The screen 60.3 may be any screen configured to display information to a user, such as navigation information (map, route, traffic, traffic incidents, etc.) from a navigation application installed on the user's electronic device 60. In addition, the screen 60.3 may be any type of touch screen configured to accept user input (such as a route start and end point, and optionally one or more route waypoints) to generate a route build/update request through the navigation application and its transmission to the 500 system.

[0092] The user electronic device 60 may further include a location detection unit 60.5 (eg, a GNSS unit) configured to determine a location by receiving signals from one or more satellites. The processor 60.1 in this case may be further configured, upon detection by the location detection unit 60.5 of a location change, to cause the communication unit 60.4 to transmit anonymized location data to said system 500 on a regular basis until the location detection unit 60.5 has detected a location. essentially corresponding to the end point of the route. Such anonymized location data may be used by the system 500, for example, to calculate the remainder of the route for the current user, as well as to determine maneuver-dependent/independent road segments, regularly updating the road graph and/or tables of maneuver-dependent/independent road segments for use when processing requests to build/update routes from other users of the 500 system.

[0093] It should be understood that user electronic device 60 is an example only, and that the disclosed technology may be used with user electronic devices or other computing devices having other configurations. For example, to implement functions related to machine learning and neural networks, the user's electronic device 60 may be equipped with or have access to dedicated (i.e., dedicated) CPUs, GPUs, and/or neural processors. In addition, the user's electronic device 60 may be equipped with other standard computing device components not explicitly listed above, such as input/output, antenna, WiFi module, IR module, Bluetooth module, power supply, necessary connections/ tires, etc.

[0094] An example of displaying navigation information on user electronic devices 60 is shown in FIG. 7 . On the screens of 60 users' electronic devices, screenshots of a sample navigation application interface are shown. It is important to note that the movement of the user of the left device 60 and the movement of the user of the right device 60 occur at the same time . The devices 60 shown may be located in the users' respective vehicles (along with the respective users) as the vehicles follow a route. Positions 700 and 800 show how on different electronic devices of users the same maneuver-dependent section of road available on the street. New Arbat may be displayed differently depending on the route and the current traffic situation taking into account maneuvers.

[0095] On the left device, the area 700 of the maneuver-dependent road section is generally indicated in green (which is schematically indicated by the letter 'z' on the screen of the left device 60), since those vehicles that were traveling straight (i.e., did not turn onto Novinsky Boulevard ) usually drove through this section of the road faster or at a higher speed. On the right device, the area 800 of the same maneuver-dependent road section is generally indicated in red (which is schematically indicated by the letter 'k' on the screen of the right device 60), since those vehicles that turned onto Novinsky Boulevard, rather than proceeding straight, usually passed This section of the road is slower or at a lower speed. In both cases, the time to the end of the route was determined more accurately, since in calculating travel time or speed on a given section of the road in each case, only those traffic flows that corresponded to the route of the current user were taken into account, and not traffic flows averaged over all possible maneuvers .

[0096] Various representative implementations of the disclosed technology are described in detail above with reference to the accompanying drawings. However, the present technology can be implemented in many different forms and should not be construed as limited to the exemplary implementations disclosed herein. The examples and conditional statements contained herein are intended primarily to assist the reader in understanding the principles of this technology and are not intended to limit its scope to such specific examples and conditions. It should be understood that those skilled in the art will be able to develop various mechanisms that, although not explicitly described herein, nevertheless embody the principles of the present technology and are included in its spirit and scope. As an example, the present invention may be used as part of a navigation system of a vehicle having an autonomous driving function, such part of the navigation system may be responsible for constructing a route or determining the time to the end of a route when such a vehicle is driving/driving autonomously.

[0097] In addition, this detailed description may describe implementations of the present technology in a relatively simplified form for purposes of ease of understanding. Those skilled in the art will appreciate that various implementations of the present technology can be highly complex. In some cases, examples of modifications to the present technology that are considered useful may also be set forth. This is intended only to promote understanding and, again, not to strictly define the scope or delineate the boundaries of the present technology. These modifications are not an exhaustive list, and one skilled in the art will be able to make other modifications while still remaining within the scope of the present technology. In addition, where examples of modifications are not provided, it should not be construed to mean that no modifications can be made and/or that what is described is the only way to implement such element of the present technology.

[0098] It should be understood that although the terms first, second, third, etc. may be used in this document to describe various elements, these elements should not be limited to these terms. These terms are used to distinguish one element from another. Thus, the first element discussed above could be referred to as the second element without departing from the teachings of the present disclosure. As used herein, the term “and/or” includes any and all combinations of one or more related listed elements. In addition, it is clear that the numbers of stages do not limit the order of their implementation.

[0099] The terminology used herein is intended to describe specific representative implementations only and is not intended to limit the present technology. The singular forms used herein are intended to include the plural forms unless the context clearly indicates otherwise. In addition, it will be understood that the terms “comprises” , “includes” and/or “comprising” , “including” , when used in this description, define the presence of the claimed functions, wholes, steps, operations, elements and/or components, but do not exclude the presence or addition of one or more other functions, units, steps, operations, elements, components and/or groups thereof.

[0100] The present technology may be implemented as a system, method, and/or computer program product. The computer program product may include a computer-readable storage medium (or media) storing computer-readable program instructions that, when executed by a processor, cause the processor to implement aspects of the disclosed technology. The computer-readable storage medium may be, for example, an electronic storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination thereof. A non-exhaustive list of more specific examples of computer readable storage media includes: portable computer disk, hard disk, random access memory (RAM), read only memory (ROM), flash memory, optical disk, memory card, floppy disk, mechanically or visually encoded media (for example, a punched card or a barcode) and/or any combination thereof. The computer-readable storage media used in this document should be considered non-transitory computer-readable media. It should not be considered a transient signal such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating along a waveguide or other transmission media (such as light pulses traveling along a fiber optic cable), or electrical signals transmitted along a wire.

[0101] It will be appreciated that computer readable program instructions may be downloaded to appropriate computing or processing devices from a computer readable storage medium or to an external computer or external storage device via a network such as the Internet, a local area network, a wide area network, and/or a wireless network. . A network interface on a computing/processing device may receive computer-readable program instructions via a network and forward computer-readable program instructions for storage on a computer-readable storage medium in an associated computing or processing device.

[0102] Modifications and improvements to the above-described implementations of the present technology may become apparent to those skilled in the art upon reading the present disclosure. The foregoing description is intended to be exemplary and not limiting. It is therefore intended that the scope of the present technology be limited only by the scope of the appended claims.

Claims (116)

1. A computer-implemented method for taking into account road traffic and maneuvers of a moving object when determining the time to the end of the route, containing stages in which: search (S105) for a predetermined territorial area of maneuver-dependent road sections on which at least two maneuvers are permitted and the travel time of which differs depending on which of the at least two maneuvers is performed on each of them; receiving (S110) a request to construct a route passing through said predetermined territorial area; build (S115) route; detect (S120) all sections of the road that are available on the route, depending on the maneuvers; and to detect all maneuver-dependent road sections available on the route: select (S105.111) the candidate road sections available in the said predetermined territorial area, each of which has at least two permitted maneuvers; for each pair of maneuvers from at least two maneuvers allowed on each of the selected candidate road sections: predict (S105.222) the speed of the object on the corresponding section of the road - the candidate or the travel time of the corresponding section of the road - the candidate with the performance of the first maneuver from the mentioned pair of maneuvers and the speed of the object on this section of the road - the candidate or the travel time of this section of the road - the candidate with the performance of the second maneuver from the mentioned pair of maneuvers, while determine (S105.333) whether the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the first maneuver and the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the second maneuver are different by a predetermined threshold value or more; define (S105.444) a given road section with corresponding maneuvers as a maneuver-dependent road section if the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the first maneuver and the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the completion of the second maneuver differs by a predetermined threshold value or more, determine (S125) the average travel time of each of the detected road sections available on the route, depending on maneuvers, taking into account the maneuver that must be performed on the corresponding road section to follow the constructed route, and such average travel time is determined on the basis of the most current data on travel time for a predetermined period of time, derived from location data from a variety of objects that previously performed a similar maneuver on a given section of the road; and determining (S130) the average travel time of all other road sections available on the route based on the most current travel time data for a predetermined period of time derived from the location data from a plurality of objects that have previously passed this road section; And the constructed route is transmitted (S135), including the average travel time for each road section on this route. 2. The method according to claim 1, in which the request to build a route is received (S110) from the user's electronic device and the constructed route is transmitted (S135) to the user's electronic device. 3. The method according to claim 1, in which the stage of detection (S120) of all sections of the road available on the route, depending on maneuvers, contains substages in which: determine on the route a chain of two or more road sections immediately following each other, depending on maneuvers; And This particular chain is processed as one section of the road available on the route, depending on the maneuvers. 4. The method according to claim 1, in which the prediction (S105.222) of the travel time of the corresponding candidate road section and/or the prediction (S105.2222) of the speed of an object on the corresponding candidate road section is performed using a machine learning model based on a random forest decision trees or based on gradient boosting of decision trees, or using a neural network model. 5. The method according to claim 1, in which one or more of a search step (S105) for maneuver-dependent road sections, a route construction step (S115), a detection step (S120) for all maneuver-dependent road sections available on the route, and determination steps (S125, S130) travel time is carried out using at least a road graph, which is built for said predefined territorial area and is regularly updated, in this case, the road graph contains a plurality of nodes connected by edges, and each edge and/or each node in the road graph is associated with a unique identifier and information related to the characteristics of the road for the corresponding edge and/or node. 6. The method according to claim 1, in which the request to build a route contains the starting point of the route and the ending point of the route. 7. The method according to claim 6, in which the request to build a route additionally contains one or more intermediate route points. 8. The method according to claim 1, in which, - in the case of receiving a request from the user's electronic device to update route data, and this request contains data on the current location of the user's electronic device, or - on a regular basis until the user's electronic device transmits the current location of the electronic device indicating the end point of the route, perform the following steps: detect all sections of the road that are dependent on maneuvers on the remaining route; determine the average travel time of each of the detected road sections remaining on the route, depending on maneuvers, taking into account the maneuver that must be performed on this section of the road to follow the remaining route, and such average travel time is determined based on the most current data on travel time for a predetermined period of time inferred from anonymized location data from a set of objects that previously made a similar maneuver on a given section of the road; determine the average travel time of all other sections of the road available on the remaining route based on the most current travel time data for a predetermined period of time, derived from anonymized location data from a plurality of objects that have previously passed this section of the road; And transmitting to the user's electronic device the updated average travel time for each road section on the remaining route. 9. The method according to claim 8, in which, in the case of determining the average travel time of a predetermined number of road sections remaining on the route, which differs from the initially determined average travel time of the corresponding road sections by a predetermined threshold value or more, the route is re-built. 10. The method according to claim 9, in which, if the rebuilt route differs from the rest of the originally constructed route, the rebuilt route is transmitted to the user's electronic device, including the average travel time for each section of the road on this rebuilt route. 11. The method according to claim 1, wherein the at least two maneuvers available on each maneuver-dependent road section are maneuvers permitted on this maneuver-dependent road section by traffic regulations. 12. The method according to claim 1, wherein each maneuver-dependent road section includes a portion of the road before the maneuver and a portion of the road after the maneuver. 13. The method according to claim 1, in which the route is built by optimizing one or more of the time to the end of the route, the distance to the end of the route, the number of maneuvers to the end of the route, the number of traffic lights to the end of the route. 14. The method according to claim 13, when constructing (S115) the route, the following steps are performed: based on a request to build a route, a set of candidate routes are determined, for each candidate route from the mentioned set of candidate routes: - detect all sections of the road available on the candidate route that depend on maneuvers; - determine the average travel time of each of the detected road sections available on the route - candidate, depending on maneuvers, taking into account the maneuver that must be performed on this section of the road to follow the constructed route - candidate, and such average travel time is determined on the basis of the most relevant travel time data for a predetermined period of time, derived from anonymized location data from multiple objects that previously performed a similar maneuver on a given section of the road; - determine the average travel time of all other road sections available on the candidate route based on the most current data on travel time for a predetermined period of time, derived from anonymized location data from a set of objects that have previously passed this section of the road; And - aggregate the travel time of all road sections available on the candidate route; As a constructed route, the candidate route from the mentioned set of candidate routes is used, which has the minimum aggregated travel time of the entire route. 15. The method according to claim 13, when constructing (S115) the route, the following steps are performed: based on a request to build a route, a set of candidate routes are determined, for each candidate route from the mentioned set of candidate routes: - detect all sections of the road available on the candidate route that depend on the maneuver; - determine the average speed of the object on each of the detected sections of the road that are found on the route - candidate, depending on the maneuvers of the road sections, taking into account the maneuver that must be performed on this section of the road to follow the constructed route - the candidate, while such an average speed of the object is determined on the basis of the most current data on the speed of objects over a predetermined period of time, derived from anonymized location data from many objects that previously made a similar maneuver on a given section of the road; - determine the average speed of an object on all other sections of the road available on the candidate route based on the most current data on the speed of objects for a predetermined period of time, derived from anonymized location data from a set of objects that have previously passed this section of the road; And - obtain the average speed of the object over all sections of the road available on the candidate route; As a constructed route, the candidate route from the mentioned set of candidate routes that has the maximum average speed of the object is used. 16. The method according to claim 1, in which said remaining sections of the road available on the route include sections of the road that are independent of maneuvers, Moreover, each section of the road independent of the maneuver is either a section of the road containing a single permitted maneuver, or a section of the road containing permitted maneuvers, for which the average travel time of this section of the road or the average speed of the object on this section of the road with the maneuver to follow the constructed route in the present moment does not differ, respectively, from the average travel time of this section of the road or the average speed of an object on this section of the road with the completion of every other maneuver permitted on this section of the road by a predetermined threshold value or more. 17. Method according to any one of paragraphs. 1, 8, 14, 15, wherein the predetermined period of time for collecting the most relevant data is the last three hours or less, preferably the last two hours or less, even more preferably the last hour or less, even more preferably the last half hour or less, even more preferably last 15 minutes or less, most preferably 5 minutes or less. 18. Method according to any one of paragraphs. 1, 8, 14, 15, in the absence of anonymized location data for a predetermined period of time, the predefined period of time is gradually expanded until a sufficient amount of anonymized location data is obtained to derive the most current travel time data and/or speed data objects. 19. The method of claim 1, wherein the user's electronic device is an electronic device located in the user object or a component of the user object. 20. Method according to any one of paragraphs. 1, 8, 14, 15, in which the anonymized location data obtained from a plurality of objects includes both anonymized location data obtained from electronic devices located in the objects and anonymized location data received from electronic devices that are components of the objects . 21. Method according to any one of paragraphs. 1, 8, 14, 15, in which location data from a plurality of objects that have previously performed a certain maneuver on a certain road segment are sequences of time-distributed global positioning system signals associated with a road graph on that road segment, wherein the sequence of time-distributed global positioning system signals from one object is separable from the sequence of time-distributed global positioning system signals from another object by assigning different anonymized object identifiers to these sequences. 22. Method according to any one of paragraphs. 9 or 16, wherein the predetermined difference threshold value is 1/10, more preferably 1/9, more preferably 1/8, more preferably 1/7, more preferably 1/6, more preferably 1/5, more preferably 1/4 , even more preferably 1/3, most preferably 1/2 or more in relative or absolute terms. 23. Method according to any one of paragraphs. 1, 8, 14, 14, 18, 20, 21, further comprising the step of removing noise from the anonymized location data from objects. 24. Method according to any one of paragraphs. 1, 8, 14, 15, 16, 18, 19, 20, 21, 23, wherein the moving object is a vehicle or a component thereof, or a user electronic device moving with the vehicle. 25. A computer-implemented method for taking into account road traffic and maneuvers of a moving object when determining the time to the end of the route, containing stages in which: receiving (S205) a request to construct a route passing through a predetermined territorial area; build (S210) a route; search (S215) along the route for maneuver-dependent road sections on which at least two maneuvers are permitted and the travel time of which differs depending on which of the at least two maneuvers is performed on each of them; and to detect all maneuver-dependent road sections available on the route: select (S105.111) the candidate road sections available in the said predetermined territorial area, each of which has at least two permitted maneuvers; for each pair of maneuvers from at least two maneuvers allowed on each of the selected candidate road sections: predict (S105.222) the speed of the object on the corresponding section of the road - the candidate or the travel time of the corresponding section of the road - the candidate with the performance of the first maneuver from the mentioned pair of maneuvers and the speed of the object on this section of the road - the candidate or the travel time of this section of the road - the candidate with the performance of the second maneuver from the mentioned pair of maneuvers, while determine (S105.333) whether the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the first maneuver and the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the second maneuver are different by a predetermined threshold value or more; define (S105.444) a given road section with corresponding maneuvers as a maneuver-dependent road section if the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the first maneuver and the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the completion of the second maneuver differs by a predetermined threshold value or more, determine (S220) the average travel time of each detected maneuver-dependent road section, taking into account the maneuver that must be performed on this road section to follow the constructed route, wherein such average travel time is determined based on the most current data on travel time for a predetermined period time derived from location data from multiple objects that previously performed a similar maneuver on a given section of the road; And determining (S225) the average travel time of all other road sections available on the route based on the most current travel time data for a predetermined period of time derived from location data from a plurality of objects that have previously passed this road section; And the constructed route is transmitted (S230), including the average travel time for each road section on this route. 26. A computer-implemented method for constructing a route taking into account road traffic and maneuvers of a moving object, containing stages in which: searching (S305) for maneuver-dependent road sections on which at least two maneuvers are permitted and whose travel time differs depending on which of the at least two maneuvers is performed; receiving (S310) a request to build a route; build (S315) a set of candidate routes, for each candidate route from the mentioned set of candidate routes: detect (S320) all maneuver-dependent road sections present on the candidate route; and to detect all maneuver-dependent road sections available on the route: select (S105.111) the candidate road sections available in the said predetermined territorial area, each of which has at least two permitted maneuvers; for each pair of maneuvers from at least two maneuvers allowed on each of the selected candidate road sections: predict (S105.222) the speed of the object on the corresponding section of the road - the candidate or the travel time of the corresponding section of the road - the candidate with the performance of the first maneuver from the mentioned pair of maneuvers and the speed of the object on this section of the road - the candidate or the travel time of this section of the road - the candidate with the performance of the second maneuver from the mentioned pair of maneuvers, while determine (S105.333) whether the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the first maneuver and the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the second maneuver are different by a predetermined threshold value or more; define (S105.444) a given road section with corresponding maneuvers as a maneuver-dependent road section if the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the first maneuver and the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the completion of the second maneuver differs by a predetermined threshold value or more, output (S325) the average travel time of each of the detected maneuver-dependent road sections, taking into account the maneuver that must be performed on this road section to follow the constructed candidate route, from the location data from objects that have previously completed a similar maneuver on a predetermined period of time this section of the road; output (S330) the average travel time of all other road sections available on the candidate route from the location data from objects that have previously passed this road section; And aggregate (S335) the travel time of all road sections available on the candidate route; transmit (S340), as a constructed route, that candidate route that has the minimum aggregated travel time of all road sections available on the candidate route, as well as the average travel time of each road section on this route. 27. A computer-implemented method for constructing a route taking into account road traffic and maneuvers of a moving object, containing stages in which: searching (S405) for maneuver-dependent road sections on which at least two maneuvers are permitted and whose travel time differs depending on which of the at least two maneuvers is performed; receiving (S410) a request to build a route; build (S415) a set of candidate routes, for each candidate route from the mentioned set of candidate routes: detect (S420) all maneuver-dependent road sections present on the candidate route; and to detect all maneuver-dependent road sections available on the route: select (S105.111) the candidate road sections available in the said predetermined territorial area, each of which has at least two permitted maneuvers; for each pair of maneuvers from at least two maneuvers allowed on each of the selected candidate road sections: predict (S105.222) the speed of the object on the corresponding section of the road - the candidate or the travel time of the corresponding section of the road - the candidate with the performance of the first maneuver from the mentioned pair of maneuvers and the speed of the object on this section of the road - the candidate or the travel time of this section of the road - the candidate with the performance of the second maneuver from the mentioned pair of maneuvers, while determine (S105.333) whether the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the first maneuver and the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the second maneuver are different by a predetermined threshold value or more; define (S105.444) a given road section with corresponding maneuvers as a maneuver-dependent road section if the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the first maneuver and the speed of the object on the corresponding candidate road section or the travel time of the corresponding candidate road section with the completion of the second maneuver differs by a predetermined threshold value or more, output (S425) the average speed of the object on each of the detected maneuver-dependent road sections, taking into account the maneuver that must be performed on this road section to follow the constructed candidate route, from the location data from objects that previously performed a similar maneuver within a predetermined period of time on this section of the road; output (S430) the average speed of the object on all other sections of the road available on the candidate route from the location data from the objects that have previously passed this section of the road; And receive (S435) the average speed of the object over all sections of the road available on the candidate route; is transmitted (S440), as a constructed route, that candidate route that has the maximum average speed of the object, as well as the average speed of the object on each road section on this route. 28. Computer-implemented navigation system (500), taking into account road traffic and maneuvers of moving objects, containing: one or more computers (50), each of which contains a memory (50.1) storing instructions executable by the processor, a communication unit (50.2) configured to communicate with electronic devices (60) of users, and a processor (50.3) configured to execution of said processor-executable instructions for executing the method of any one of claims. 1-24, or the method according to item 25, or the method according to item 26, or the method according to item 27; wherein the memory is further configured to store a regularly updated road graph, regularly updated maneuver-dependent/independent road sections, and historical location data of users' electronic devices; wherein the communication unit is configured to receive from electronic devices of users requests for building/updating routes and location data of electronic devices of users, and transmitting to the corresponding electronic devices of users, in response to corresponding requests for building/updating routes, built/updated routes, including including the average travel time or average speed of an object on each section of the road for each route. 29. Electronic device (60) of the user for navigation along the route, containing a processor (60.1), memory (60.2), screen (60.3) and a communication unit (60.4), wherein the communication unit is configured to transmit to the computer-implemented navigation system (500) according to claim 28 a user-entered request to build/update a route passing through a predetermined territorial area and containing at least a starting point of the route and an ending point of the route, and receiving from said systems of a constructed/updated route, including the average travel time or average speed of an object on each maneuver-independent road section and each maneuver-dependent road section on this route; the memory is configured to store the constructed/updated route and road map for said predefined map of the territorial area; And the processor is configured to process the constructed/updated route and the road map to display the constructed/updated route on a map, wherein each maneuver-independent road segment of the constructed/updated route is represented on the map based on the corresponding average travel time or average speed of the object on it section of the road, and each maneuver-dependent section of the road of the constructed/updated route is represented on the map based on the corresponding average travel time or average speed of the object determined/determined taking into account the maneuver to be performed on this section of the road to follow the route. 30. The user's electronic device for navigation along the route according to claim 28, further comprising a location detection unit (60.5), wherein the processor is further configured, when the location detection unit detects a change in location, to cause the communication unit to transmit anonymized location data to said system on a regular basis until a location substantially corresponding to the route's end point is detected by the location detection unit.