A path planning method, device, equipment, storage medium and product

Abstract

The present disclosure provides a route planning method, device, equipment, storage medium and product, which can obtain event-related information of the traffic abnormality event, historical spatiotemporal impact information of each historical abnormality event that has occurred in the target road network area where the first target road section in the first planned route of the user's travel is located, and current traffic flow information and estimated traffic flow information, so as to obtain the spatiotemporal impact information of the traffic abnormality event, and then determine whether it is necessary to re-plan the travel route for the user. In this way, it is possible to quickly determine whether the traffic abnormality event will affect the user's trip, and take appropriate countermeasures, and evaluate through the two dimensions of time and space, so that the evaluation of the spatiotemporal impact information is more comprehensive and accurate, thereby reducing the impact of the traffic abnormality event on the user's travel, and providing the user with an intelligent, convenient and efficient travel experience.

Description

Technical Field

[0001] The present disclosure relates to the field of mobile communication technology, and in particular to a path planning method, device, equipment, storage medium and product. Background Art

[0002] With the rapid development of mobile communication technology, more and more users choose to use navigation products to assist in driving. Navigation products can display electronic maps on the display according to the map database and obtain the location of the car through the Global Positioning System (GPS). During the driving process, the navigation product can calculate the route and generate a navigation path according to the departure and destination input by the user, and the user can reach the destination according to the navigation path provided by the navigation product.

[0003] Most existing navigation products plan multiple routes, including an optimal route and several alternative routes. The optimal route and the alternative routes are mostly not very different, and only differ in individual sections. In actual applications, when an abnormal incident such as a traffic accident occurs on the route, most of them will only display real-time traffic information and other content on the route. In the face of abnormal incidents, there is a lack of targeted adjustment suggestions and response measures, which can easily increase the user's travel time and is not conducive to the user's travel experience. Summary of the invention

[0004] The embodiments of the present disclosure at least provide a path planning method, apparatus, device, storage medium and product.

[0005] The present disclosure provides a path planning method, the method comprising:

[0006] When the user travels along the first planned route, if it is detected that a traffic abnormality event occurs in a target road network area where a first target road section in the first planned route is located, event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area are obtained;

[0007] Based on the historical spatiotemporal impact information of each historical abnormal event, determine the estimated impact road network area and estimated impact time for the event road section, wherein the event road section is the road section in the target road network area where the abnormal traffic event occurs;

[0008] Determine current traffic flow information in the estimated affected road network area and estimated traffic flow information in the estimated affected road network area within the estimated impact time;

[0009] Based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information, estimating the spatiotemporal impact information of the abnormal traffic event on the first target road section;

[0010] Based on the spatiotemporal impact information, determine whether it is necessary to replan a travel route for the user.

[0011] In an optional implementation manner, before acquiring the event-related information of the abnormal traffic event and the historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area, the method includes:

[0012] Based on a departure point and a destination set by a user, a first planned path from the departure point to the destination is planned for the user.

[0013] In an optional implementation manner, the event-related information of the abnormal traffic event is determined by the following steps:

[0014] Acquire historical event information of each historical abnormal event, as well as on-site information of the abnormal traffic event and road attribute information of the first target road section, wherein the historical event information includes the event type of the historical abnormal event;

[0015] Based on the scene information and the historical scene information indicated in the historical event information, matching the abnormal traffic event with the multiple historical abnormal events, and determining a target abnormal event of the same type as the abnormal traffic event from the multiple historical abnormal events;

[0016] Using the event type of the target abnormal event as the event type of the abnormal traffic event;

[0017] Based on the event type of the abnormal traffic event, the scene information and the road attribute information, event-related information of the abnormal traffic event is determined.

[0018] In an optional implementation manner, the step of determining the estimated impact road network area and the estimated impact time for the event road section based on the historical spatiotemporal impact information of each historical abnormal event includes:

[0019] For each historical abnormal event, the historical impact road network area and historical impact time of the historical abnormal event are obtained by parsing the historical spatiotemporal impact information of the historical abnormal event;

[0020] Based on the event type of each historical abnormal event, the obtained multiple historical abnormal events are aggregated to obtain at least one abnormal event set, wherein each abnormal event set includes at least one historical abnormal event;

[0021] Based on the event type of the abnormal traffic event indicated by the event-related information, selecting a target event set from the at least one abnormal event set, wherein the historical abnormal events in the target event set have the same event type as the abnormal traffic event;

[0022] Based on the historical impact road network area and historical impact time of each historical abnormal event in the target event set, the estimated impact road network area and estimated impact time centered on the event road section are determined.

[0023] In an optional implementation manner, the estimated traffic flow information of the estimated impacted road network area within the estimated impact time is determined by the following steps:

[0024] Based on the estimated affected road network area and the estimated impact time, determining an extended affected road network area outside the estimated affected road network area;

[0025] Acquiring vehicle travel information of each first vehicle in the extended impact road network area;

[0026] Based on the vehicle driving information of each first vehicle, determining at least one second vehicle from the plurality of first vehicles in the extended affected road network area, the second vehicle being a vehicle that will enter the estimated affected road network area within the estimated affected time;

[0027] The estimated vehicle flow information is obtained based on the number of the at least one second vehicle.

[0028] In an optional implementation manner, estimating the spatiotemporal impact information of the abnormal traffic event on the first target road section based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information includes:

[0029] Determine the spatiotemporal feature sequence of the abnormal traffic event based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information;

[0030] The spatiotemporal feature sequence is input into a trained spatiotemporal prediction model for convolution processing to obtain the spatiotemporal impact information of the abnormal traffic event on the first target road section.

[0031] In an optional implementation manner, determining whether it is necessary to replan a travel route for the user based on the spatiotemporal impact information includes:

[0032] Determine the travel time required for the user to travel from the current location to the first target road section along the first planned route;

[0033] Detecting whether the impact time indicated by the spatiotemporal impact information is greater than or equal to the driving time;

[0034] If the impact time is greater than or equal to the travel time, it is determined that a travel route needs to be replanned for the user.

[0035] In an optional implementation manner, when it is determined that a travel route needs to be replanned for the user, the method further includes:

[0036] Based on the affected road network area indicated by the spatiotemporal impact information, a second planned path is planned for the user from the current location to the destination in the first planned path.

[0037] In an optional implementation, after planning a second planned path for the user from the current location to the destination in the first planned path based on the estimated affected road network area indicated by the spatiotemporal impact information, the method includes:

[0038] Determining, based on the estimated impact time indicated by the spatiotemporal impact information, a first travel time and a first travel distance required for the user to travel from the current location to the destination along the first planned path;

[0039] Determine a second travel time and a second travel distance for the user to travel along the second planned route;

[0040] If it is determined based on the first travel time, the first travel distance, the second travel time and the second travel distance that the travel cost of the second planned path is less than the travel cost of the first planned path, the second planned path is pushed to the user.

[0041] In an optional implementation manner, when the second planned path is pushed to the user, the method includes:

[0042] Generate prompt information for the abnormal traffic event and the second planned path;

[0043] The prompt information is pushed to the user to explain the abnormal traffic event to the user.

[0044] The present disclosure also provides a path planning device, the device comprising:

[0045] a detection module, configured to obtain event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormality event that has occurred in the target road network area if it is detected that a traffic abnormality event occurs in the target road network area where the first target road section in the first planned path is located during the user's travel along the first planned path;

[0046] A first determination module is used to determine the estimated impact road network area and estimated impact time for the event section based on the historical spatiotemporal impact information of each historical abnormal event, wherein the event section is the section in the target road network area where the traffic abnormal event occurs;

[0047] A second determination module is used to determine the current traffic flow information in the estimated affected road network area and the estimated traffic flow information of the estimated affected road network area within the estimated impact time;

[0048] An estimation module, configured to estimate the spatiotemporal impact information of the abnormal traffic event on the first target road section based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information;

[0049] An adjustment module is used to determine whether it is necessary to re-plan a travel route for the user based on the spatiotemporal impact information.

[0050] In an optional implementation, the device further includes a first planning module, and the first planning module is used to:

[0051] Based on a departure point and a destination set by a user, a first planned path from the departure point to the destination is planned for the user.

[0052] In an optional implementation manner, the detection module is used to determine event-related information of the abnormal traffic event through the following steps:

[0053] Acquire historical event information of each historical abnormal event, as well as on-site information of the abnormal traffic event and road attribute information of the first target road section, wherein the historical event information includes the event type of the historical abnormal event;

[0054] Based on the scene information and the historical scene information indicated in the historical event information, matching the abnormal traffic event with the multiple historical abnormal events, and determining a target abnormal event of the same type as the abnormal traffic event from the multiple historical abnormal events;

[0055] Using the event type of the target abnormal event as the event type of the abnormal traffic event;

[0056] Based on the event type of the abnormal traffic event, the scene information and the road attribute information, event-related information of the abnormal traffic event is determined.

[0057] In an optional implementation manner, the first determining module is specifically configured to:

[0058] For each historical abnormal event, the historical impact road network area and historical impact time of the historical abnormal event are obtained by parsing the historical spatiotemporal impact information of the historical abnormal event;

[0059] Based on the event type of each historical abnormal event, the obtained multiple historical abnormal events are aggregated to obtain at least one abnormal event set, wherein each abnormal event set includes at least one historical abnormal event;

[0060] Based on the event type of the abnormal traffic event indicated by the event-related information, selecting a target event set from the at least one abnormal event set, wherein the historical abnormal events in the target event set have the same event type as the abnormal traffic event;

[0061] Based on the historical impact road network area and historical impact time of each historical abnormal event in the target event set, the estimated impact road network area and estimated impact time centered on the event road section are determined.

[0062] In an optional implementation manner, the second determination module is used to determine the estimated vehicle flow information of the estimated impacted road network area within the estimated impact time by the following steps:

[0063] Based on the estimated affected road network area and the estimated impact time, determining an extended affected road network area outside the estimated affected road network area;

[0064] Acquiring vehicle travel information of each first vehicle in the extended impact road network area;

[0065] Based on the vehicle driving information of each first vehicle, determining at least one second vehicle from the plurality of first vehicles in the extended affected road network area, the second vehicle being a vehicle that will enter the estimated affected road network area within the estimated affected time;

[0066] The estimated vehicle flow information is obtained based on the number of the at least one second vehicle.

[0067] In an optional implementation manner, the estimation module is specifically used for:

[0068] Determine the spatiotemporal feature sequence of the abnormal traffic event based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information;

[0069] The spatiotemporal feature sequence is input into a trained spatiotemporal prediction model for convolution processing to obtain the spatiotemporal impact information of the abnormal traffic event on the first target road section.

[0070] In an optional implementation manner, the adjustment module is specifically used to:

[0071] Determine the travel time required for the user to travel from the current location to the first target road section along the first planned route;

[0072] Detecting whether the impact time indicated by the spatiotemporal impact information is greater than or equal to the driving time;

[0073] If the impact time is greater than or equal to the travel time, it is determined that a travel route needs to be replanned for the user.

[0074] In an optional implementation, the device further includes a second planning module, and the second planning module is used to:

[0075] Based on the affected road network area indicated by the spatiotemporal impact information, a second planned path is planned for the user from the current location to the destination in the first planned path.

[0076] In an optional implementation manner, the second planning module is further used to:

[0077] Determining, based on the estimated impact time indicated by the spatiotemporal impact information, a first travel time and a first travel distance required for the user to travel from the current location to the destination along the first planned path;

[0078] Determine a second travel time and a second travel distance for the user to travel along the second planned route;

[0079] If it is determined based on the first travel time, the first travel distance, the second travel time and the second travel distance that the travel cost of the second planned path is less than the travel cost of the first planned path, the second planned path is pushed to the user.

[0080] In an optional implementation manner, the device further includes a prompt module, wherein the prompt module is configured to:

[0081] Generate prompt information for the abnormal traffic event and the second planned path;

[0082] The prompt information is pushed to the user to explain the abnormal traffic event to the user.

[0083] An embodiment of the present disclosure also provides an electronic device, including: a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate through the bus, and when the machine-readable instructions are executed by the processor, the steps of the above-mentioned path planning method are performed.

[0084] The embodiment of the present disclosure further provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the above-mentioned path planning method are executed.

[0085] The embodiment of the present disclosure also provides a computer program product, including a computer program / instructions, which implement the steps of the above-mentioned path planning method when executed by a processor.

[0086] The path planning method, apparatus, device, storage medium and product provided by the embodiments of the present disclosure are as follows: when a user travels along a first planned path, if a traffic abnormality event is detected in a target road network area where a first target road section in the first planned path is located, event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area are obtained; based on the historical spatiotemporal impact information of each historical abnormal event, an estimated affected road network area and an estimated impact time for the event road section are determined, wherein the event road section is a road section in the target road network area where the traffic abnormality event occurs; current traffic flow information in the estimated affected road network area and estimated traffic flow information of the estimated affected road network area within the estimated impact time are determined; based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information, the spatiotemporal impact information of the traffic abnormality event on the first target road section is estimated; based on the spatiotemporal impact information, it is determined whether it is necessary to replan the travel path for the user.

[0087] In this way, when a user is traveling along a planned route, when an abnormal traffic event occurs in the target road network area where a certain road section in the planned route is located, the event-related information of the abnormal traffic event, the historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area, the current traffic flow information and the estimated traffic flow information can be combined to estimate the spatiotemporal impact information of the abnormal traffic event on the road section, thereby accurately assessing the impact of the abnormal traffic event on the user's travel, thereby quickly determining whether the abnormal traffic event will affect the user's trip and taking appropriate countermeasures.

[0088] Furthermore, with respect to the spatiotemporal impact information of the abnormal traffic event, the information of the abnormal traffic event, the information of historical events, the current traffic flow information and the estimated traffic flow information are integrated, and an evaluation is performed through the two dimensions of time and space, so that the judgment on the impact scope of the congestion caused by the abnormal traffic event is more comprehensive and accurate, which is convenient for users to avoid and stay away from the abnormal traffic event in time, thereby reducing the impact of the abnormal traffic event on the user's travel, and providing the user with a planned route to reach the destination faster. At the same time, the user can be provided with an explanation of the corresponding route planning and an explanation of the abnormal traffic event situation, which to a certain extent alleviates the problem of urban congestion, improves road utilization, and brings users a more intelligent, convenient and efficient travel experience.

[0089] In order to make the above-mentioned objectives, features and advantages of the present disclosure more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0090] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the following is a brief introduction to the drawings required for use in the embodiments. The drawings herein are incorporated into the specification and constitute a part of the specification. These drawings illustrate embodiments consistent with the present disclosure and are used together with the specification to illustrate the technical solutions of the present disclosure. It should be understood that the following drawings only illustrate certain embodiments of the present disclosure and should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can also be obtained based on these drawings without creative work.

[0091] Figure 1 A flow chart of a path planning method provided by an embodiment of the present disclosure is shown;

[0092] Figure 2 A schematic diagram of a target road network area provided by an embodiment of the present disclosure is shown;

[0093] Figure 3 A flowchart showing a specific method for determining an estimated impacted road network area and an estimated impacted time in a path planning method provided by an embodiment of the present disclosure;

[0094] Figure 4 A flowchart showing a specific method for determining estimated vehicle flow information in the path planning method provided by an embodiment of the present disclosure;

[0095] Figure 5 A flow chart of another path planning method provided by an embodiment of the present disclosure is shown;

[0096] Figure 6 One of the schematic diagrams of a path planning device provided by an embodiment of the present disclosure is shown;

[0097] Figure 7 A second schematic diagram of a path planning device provided by an embodiment of the present disclosure is shown;

[0098] Figure 8 A third schematic diagram of a path planning device provided by an embodiment of the present disclosure is shown;

[0099] Fig. 9 A schematic diagram of an electronic device provided by an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0100] In order to make the purpose, technical scheme and advantages of the embodiments of the present disclosure clearer, the technical scheme in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all of the embodiments. The components of the embodiments of the present disclosure generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present disclosure provided in the drawings is not intended to limit the scope of the present disclosure for protection, but merely represents the selected embodiments of the present disclosure. Based on the embodiments of the present disclosure, all other embodiments obtained by those skilled in the art without making creative work belong to the scope of protection of the present disclosure.

[0101] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0102] The term "and / or" herein only describes an association relationship, indicating that three relationships may exist. For example, A and / or B may represent the following three situations: A exists alone, A and B exist at the same time, and B exists alone. In addition, the term "at least one" herein represents any combination of at least two of any one or more of a plurality of. For example, including at least one of A, B, and C may represent including any one or more elements selected from the set consisting of A, B, and C.

[0103] Research has found that, at present, when a traffic abnormality occurs, the occurrence of the traffic abnormality is only regarded as a single point, and the single point is predicted and evaluated. However, the occurrence of traffic abnormality events itself is highly random, and the accuracy of direct prediction is low. Based only on such a prediction method, when a traffic abnormality actually occurs, it is difficult to accurately judge the impact of the traffic abnormality event, and the judgment of the impact of traffic abnormality events lacks completeness and accuracy.

[0104] Based on the above research, the present disclosure provides a route planning method. When a traffic abnormality event occurs in a target road network area where a certain road section in the planned route is located, the event-related information of the traffic abnormality event, the historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area, the current traffic flow information and the estimated traffic flow information can be combined to obtain the spatiotemporal impact information of the traffic abnormality event on the road section, so as to accurately assess the impact of the traffic abnormality event on the user's travel, thereby quickly judging whether the traffic abnormality event will affect the user's trip and taking appropriate countermeasures.

[0105] Furthermore, with respect to the spatiotemporal impact information of the abnormal traffic event, the information of the abnormal traffic event, the information of historical events, the current traffic flow information and the estimated traffic flow information are integrated, and an evaluation is performed through the two dimensions of time and space, so that the judgment on the impact scope of the congestion caused by the abnormal traffic event is more comprehensive and accurate, which is convenient for users to avoid and stay away from the abnormal traffic event in time, thereby reducing the impact of the abnormal traffic event on the user's travel, and providing the user with a planned route to reach the destination faster. At the same time, the user can be provided with an explanation of the corresponding route planning and an explanation of the abnormal traffic event situation, which to a certain extent alleviates the problem of urban congestion, improves road utilization, and brings users a more intelligent, convenient and efficient travel experience.

[0106] The defects existing in the above solutions are the results obtained by the inventor after practice and careful research. Therefore, the discovery process of the above problems and the solutions proposed by the present disclosure for the above problems below should be the contributions made by the inventor to the present disclosure during the disclosure process.

[0107] To facilitate understanding of this embodiment, a path planning method disclosed in the embodiment of the present disclosure is first introduced in detail. The execution subject of the path planning method provided in the embodiment of the present disclosure is generally an electronic device with certain computing capabilities, and the electronic device includes, for example: a terminal device or a server or other processing device, and the terminal device can be a mobile phone terminal, a vehicle-mounted device, etc. In some possible implementations, the path planning method can be implemented by a processor in the electronic device calling a computer-readable instruction stored in a memory.

[0108] The path planning method provided by the embodiment of the present disclosure is described below.

[0109] See also Figure 1 FIG. 1 is a flow chart of a path planning method provided by an embodiment of the present disclosure, wherein the method includes steps S101 to S105, wherein:

[0110] S101: When a user is traveling along a first planned route, if it is detected that a traffic abnormality event occurs in a target road network area where a first target road section in the first planned route is located, event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area are obtained.

[0111] In this step, a first planned route can be provided to the user based on the travel request submitted by the user. When the user travels along the first planned route, the traffic conditions in the road network area where each road section in the first planned route is located can be detected in real time.

[0112] Among them, the real-time detection of traffic conditions in the road network area where each road section in the first planned path is located can be achieved by connecting the vehicle driven by the user to the Internet, obtaining uniformly released announcements based on the network, etc., thereby realizing real-time detection of each road section.

[0113] Optionally, images and videos collected by driving recorders, vehicle-mounted cameras, etc. installed on other vehicles can also be obtained to achieve real-time detection of each road section.

[0114] Here, it should be noted that in actual application scenarios, each path can be divided into multiple sections, that is, each path can be composed of multiple sections. Further, it can be understood that the first planned path is composed of multiple first sections, and the multiple first sections in the first planned path can be positioned and detected separately.

[0115] Here, the first road section includes the first target road section.

[0116] Then, when a traffic abnormality event is detected in the target road network area where the first target road section in the first planned path is located, it can be understood that when the traffic abnormality event and the first target road section are in the same target road network area, the traffic abnormality event may have an impact on the first target road section. In order to determine the impact scope of the traffic abnormality event, event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area can be obtained.

[0117] Among them, the types of abnormal traffic events can be of various types, such as scratches, rear-end collisions, controls, closures, waterlogging and other accidents, or natural disasters such as earthquakes, heavy rains, floods, typhoons, etc., or man-made events such as attacks, violence, and injuries, without any limitation here.

[0118] Here, the target road network area where the first target road section is located is the area where the abnormal traffic event is occurring.

[0119] Optionally, the target road network area may also be an area that the abnormal traffic event may affect. Therefore, in a possible implementation, the target road network area may include the first target road section, at least one primary road section directly connected to the first target road section, and at least one secondary road section indirectly connected to the first target road section through the primary road section.

[0120] For example, please refer to Figure 2 , Figure 2 A schematic diagram of a target road network area provided in an embodiment of the present disclosure. Figure 3 As shown in, in the road network area 200 (the figure only shows part of the road network), taking waypoints 1 to 6 as a part of the first planned path as an example, when waypoints 3 to 4 are the first target section, it can be known that waypoints 3 to 7, waypoints 2 to 3, waypoints 3 to 8, waypoints 4 to 5, waypoints 9 to 10, waypoints 11 to 12, and waypoints 4 to 13 are primary sections directly connected to the first target section, and waypoints 5 to 6, waypoints 5 to 12, waypoints 8 to 12, waypoints 2 to 10, and waypoints 8 to 14 are secondary sections indirectly connected to the first target section through the primary sections. Based on the primary sections and the secondary sections, the target road network area marked with a dotted box 210 can be obtained.

[0121] The historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area may include the impact of each historical abnormal event in the spatial dimension and the temporal dimension.

[0122] Among them, the event-related information of the abnormal traffic event may include all information related to the abnormal traffic event, which may include the time of occurrence, place of occurrence, event type, vehicle types involved in the event, lanes affected by the event, event site conditions, current progress of the event, etc.

[0123] In order to obtain the event-related information of the abnormal traffic event, in some possible implementations, the event-related information of the abnormal traffic event may be determined by the following steps:

[0124] Acquire historical event information of each historical abnormal event, as well as on-site information of the abnormal traffic event and road attribute information of the first target road section, wherein the historical event information includes the event type of the historical abnormal event;

[0125] Based on the scene information and the historical scene information indicated in the historical event information, matching the abnormal traffic event with the multiple historical abnormal events, and determining a target abnormal event of the same type as the abnormal traffic event from the multiple historical abnormal events;

[0126] Using the event type of the target abnormal event as the event type of the abnormal traffic event;

[0127] Based on the event type of the abnormal traffic event, the scene information and the road attribute information, event-related information of the abnormal traffic event is determined.

[0128] In this step, when the target road network area is determined, historical event information of each historical abnormal event that has occurred in the target road network area, as well as on-site information of the abnormal traffic event and road attribute information of the first target road section can be obtained.

[0129] Here, the historical event information of the historical abnormal event may include all information related to the historical abnormal event, including the historical occurrence time, historical occurrence location, historical event type, vehicle types involved in the historical event, lane conditions affected by the historical event, vehicle conditions affected by the historical event, historical scene information, the complete process of the historical event, etc.

[0130] Among them, the on-site information of the abnormal traffic event may include all information related to the scene of the abnormal traffic event, including the time of occurrence of the abnormal traffic event, the place of occurrence, the type of vehicles involved in the event, the lane conditions affected by the event, the length of congestion caused by the event, the number of vehicles in the congestion caused by the event, the situation at the scene of the event, the current progress of the event, etc.

[0131] Here, the road attribute information of the first target road section is the inherent attribute of the first target road section, and may include the name, length, width, travel direction, grade, number of lanes, lane conditions involved in abnormal traffic events, etc. of the first target road section.

[0132] Among them, the on-site information can be obtained based on image acquisition devices, video acquisition devices, etc. set up in the target road network area, such as cameras, video recorders, etc., to obtain images and videos captured by the image acquisition devices, video acquisition devices, etc., thereby obtaining the on-site information.

[0133] Furthermore, the on-site information can be obtained by obtaining images and videos captured by driving recorders, vehicle-mounted cameras, etc. installed on vehicles entering the target road network area.

[0134] Then, based on the scene information and the historical scene information indicated in the historical event information, the traffic abnormal event can be matched with the multiple historical abnormal events, and then a target abnormal event of the same type as the traffic abnormal event can be determined from the multiple historical abnormal events, so that based on the event type of the target abnormal event, the event type of the target abnormal event can be used as the event type of the traffic abnormal event, and then based on the event type of the traffic abnormal event, the event-related information of the traffic abnormal event can be determined.

[0135] Here, the event-related information of the abnormal traffic event may be obtained based on the event type of the abnormal traffic event, the on-site information and the road attribute information in a manual analysis or other manner.

[0136] Optionally, event-related information of the abnormal traffic event may be obtained based on the event type of the abnormal traffic event, the on-site information and the road attribute information by means of a neural network model, artificial intelligence algorithm analysis or the like.

[0137] Furthermore, in order to determine the event type of the abnormal traffic event, the on-site information of the abnormal traffic event may be analyzed by a neural network model, an artificial intelligence algorithm, or the like.

[0138] S102: Based on the historical spatiotemporal impact information of each historical abnormal event, determine the estimated affected road network area and estimated impact time for the event section, wherein the event section is the section in the target road network area where the abnormal traffic event occurs.

[0139] In this step, after determining the historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area, the historical spatiotemporal impact information of each historical abnormal event can be integrated according to the event type of each historical abnormal event, so as to obtain the estimated affected road network area and estimated impact time for the event section.

[0140] To obtain the estimated impacted road network area and estimated impact time, see Figure 3 As shown, it is a flowchart of a specific method for determining the estimated impact road network area and the estimated impact time in the path planning method provided by the embodiment of the present disclosure. Figure 3 As shown in , in some possible implementations, the determination of the estimated impact road network area and the estimated impact time for the event road section based on the historical spatiotemporal impact information of each historical abnormal event includes:

[0141] S1021: For each historical abnormal event, parse the historical spatiotemporal impact information of the historical abnormal event to obtain the historical impact road network area and historical impact time of the historical abnormal event.

[0142] In this step, the historical spatiotemporal information of each historical abnormal event that has occurred in the target road network area can be parsed to obtain the historical impact road network area and historical impact time of the historical abnormal event.

[0143] Among them, the historical spatiotemporal impact information of each historical abnormal event may include the historical impact road network area and historical impact time of each historical abnormal event. It can be understood that the historical impact road network area can describe the impact of the historical abnormal event on the road network area, including congestion length, number of congested vehicles, etc., and the historical impact time can describe the impact of the historical abnormal event on time, including congestion duration, etc.

[0144] Optionally, in order to obtain the historical impact road network area and historical impact time of the historical abnormal event, the historical impact road network area and historical impact time of the historical abnormal event can be obtained by parsing the historical spatiotemporal impact information of the historical abnormal event through neural network models, artificial intelligence algorithm analysis, etc.

[0145] Optionally, the historically affected road network area and the historically affected time of the historically abnormal event may be obtained from the historical spatiotemporal impact information of the historically abnormal event by manual analysis or the like.

[0146] S1022: Based on the event type of each historical abnormal event, aggregate the multiple acquired historical abnormal events to obtain at least one abnormal event set, wherein each of the abnormal event sets includes at least one historical abnormal event.

[0147] In this step, in order to improve the accuracy of the estimated affected road network area and the estimated impact time, the multiple historical abnormal events obtained can be aggregated according to the event type based on the event type of each historical abnormal event, so as to obtain at least one abnormal event set. It can be understood that each abnormal event set here includes historical abnormal events of one event type.

[0148] Exemplarily, the acquired multiple historical abnormal events may be aggregated to obtain three abnormal event sets including a rear-end collision set, a control abnormality set, and a blocking set, each of which includes at least one historical abnormal event.

[0149] S1023: Based on the event type of the abnormal traffic event indicated by the event-related information, select a target event set from the at least one abnormal event set, wherein the historical abnormal events in the target event set have the same event type as the abnormal traffic event.

[0150] In this step, when the event-related information is determined, the traffic abnormal event can be matched with the at least one abnormal event set according to the event type of the traffic abnormal event indicated by the event-related information, thereby selecting a target event set with the same event type as the traffic abnormal event from the at least one abnormal event set.

[0151] Exemplarily, for example, in the above example, when the event-related information indicates that the abnormal traffic event is a rear-end collision event type, the rear-end collision set can be determined as the target event set from the above three abnormal event sets.

[0152] S1024: Based on the historical impact road network area and historical impact time of each historical abnormal event in the target event set, determine the estimated impact road network area and estimated impact time centered on the event road section.

[0153] In this step, when the target event set is determined, based on each historical abnormal event in the target event set, the historical impact road network area and historical impact time of each historical abnormal event in the target event set can be integrated and processed, and then the event section is taken as the center to comprehensively obtain the estimated impact road network area and the estimated impact time.

[0154] Following the above S102, S103: determine the current traffic flow information in the estimated impact road network area, and the estimated traffic flow information at the estimated impact time.

[0155] In this step, when the estimated affected road network area and the estimated impact time are determined, the current traffic flow information in the estimated affected road network area can be determined. Here, it can be understood that based on the current number of vehicles in the estimated affected road network area, the current traffic flow information in the estimated affected road network area can be determined.

[0156] Furthermore, the estimated traffic flow information at the estimated impact time can also be determined. Here, when the estimated impact road network area is determined, the distance and estimated arrival time of the vehicles that will enter the estimated impact road network area from the estimated impact road network area can be determined, and then combined with the estimated impact time, the estimated traffic flow information can be determined.

[0157] To get the estimated traffic flow, see Figure 4As shown in FIG. 1 , it is a flowchart of a specific method for determining estimated vehicle flow information in the path planning method provided by the embodiment of the present disclosure. Figure 4 As shown in some possible implementations, the estimated traffic flow information of the estimated impacted road network area within the estimated impact time is determined by the following steps:

[0158] S1031: Based on the estimated impacted road network area and the estimated impact time, determine an extended impacted road network area outside the estimated impacted road network area.

[0159] In this step, since the impact of the abnormal traffic event has a certain spatial and temporal range, the possibility of a certain abnormal traffic event affecting all areas and all time periods is small. Therefore, based on the estimated affected road network area and the estimated impact time, the extended affected road network area outside the estimated affected road network area can be determined.

[0160] It can be understood that the expanded impact road network area includes vehicles with the estimated traffic flow information.

[0161] Specifically, multiple levels of extended impact road network areas can be pre-divided, for example, circular road network areas of one kilometer, three kilometers, five kilometers, etc., centered on the estimated impact road network area can be used as the extended impact road network area. In view of the different sizes of the estimated impact road network areas and the different lengths of the estimated impact time, the appropriate extended impact road network area can be selected based on manual experience.

[0162] Optionally, a suitable extended impact road network area may be selected from preset multiple levels of extended impact road network areas by means of a neural network model, artificial intelligence algorithm analysis, etc.

[0163] S1032: Obtain vehicle driving information of each first vehicle in the expanded impact road network area.

[0164] In this step, when the extended affected road network area is determined, the vehicle driving information of each first vehicle in the extended affected road network area can be obtained.

[0165] Among them, the vehicle driving information of each first vehicle may include all information related to each first vehicle, which may include the current position, planned route, destination, estimated driving time, etc. of each first vehicle.

[0166] S1033: Based on the vehicle driving information of each first vehicle, determine at least one second vehicle from the multiple first vehicles in the extended affected road network area, where the second vehicle is a vehicle that will enter the estimated affected road network area within the estimated impact time.

[0167] In this step, when the vehicle driving information of each first vehicle is determined, at least one second vehicle that will enter the estimated impact road network area within the estimated impact time can be determined from the multiple first vehicles.

[0168] Furthermore, in order to determine more vehicles that may be affected by the abnormal traffic event and improve the comprehensiveness of the estimated traffic flow information, the extended impact time beyond the estimated impact time can be determined. Specifically, the extended impact time can be pre-divided into multiple levels, such as ten minutes, thirty minutes, one hour, etc. after the estimated impact time. In view of the different sizes of the estimated impact road network area and the different lengths of the estimated impact time, the appropriate extended impact time can be selected based on manual experience, and at least one vehicle that will enter the estimated impact road network area within the extended impact time is also regarded as the second vehicle.

[0169] Optionally, a suitable extended impact time may be selected from a plurality of preset levels of extended impact time by means of a neural network model, artificial intelligence algorithm analysis, or the like.

[0170] S1034: Obtain the estimated vehicle flow information based on the number of the at least one second vehicle.

[0171] In this step, when at least one second vehicle is determined, the number of the at least one second vehicle can be obtained, thereby obtaining the estimated vehicle flow information.

[0172] Following the above S103, S104: based on the event related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information, estimate the spatiotemporal impact information of the abnormal traffic event on the first target road section.

[0173] In this step, after determining the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information, the spatiotemporal impact information of the traffic abnormality event on the first target road section is estimated. The spatiotemporal impact information of the traffic abnormality event on the first target road section can be obtained through neural network models, artificial intelligence algorithm analysis, etc., that is, the impact of the traffic abnormality event on the first target road section is estimated.

[0174] S105: Based on the spatiotemporal impact information, determine whether it is necessary to re-plan a travel route for the user.

[0175] In this step, when the spatiotemporal impact information is determined, it is possible to determine whether the impact of the abnormal traffic event on the user is sufficient to require replanning of the travel route for the user based on the impact time and impact road network area indicated by the spatiotemporal impact information.

[0176] The path planning method provided by the embodiment of the present disclosure comprises the following steps: when a user travels along a first planned path, if a traffic abnormality event is detected in a target road network area where a first target road section in the first planned path is located, event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area are obtained; based on the historical spatiotemporal impact information of each historical abnormal event, an estimated affected road network area and an estimated impact time for the event road section are determined, wherein the event road section is a road section in the target road network area where the traffic abnormality event occurs; current traffic flow information in the estimated affected road network area and estimated traffic flow information of the estimated affected road network area within the estimated impact time are determined; based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information, the spatiotemporal impact information of the traffic abnormality event on the first target road section is estimated; based on the spatiotemporal impact information, it is determined whether it is necessary to replan the travel path for the user.

[0177] In this way, when a user is traveling along a planned route, when an abnormal traffic event occurs in the target road network area where a certain road section in the planned route is located, the event-related information of the abnormal traffic event, the historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area, the current traffic flow information and the estimated traffic flow information can be combined to estimate the spatiotemporal impact information of the abnormal traffic event on the road section, thereby accurately assessing the impact of the abnormal traffic event on the user's travel, thereby quickly determining whether the abnormal traffic event will affect the user's trip and taking appropriate countermeasures. Furthermore, with respect to the spatiotemporal impact information of the abnormal traffic event, the information of the abnormal traffic event, the information of historical events, the current traffic flow information and the estimated traffic flow information are integrated, and an evaluation is performed through the two dimensions of time and space, so that the judgment on the impact scope of the congestion caused by the abnormal traffic event is more comprehensive and accurate, which is convenient for users to avoid and stay away from the abnormal traffic event in time, thereby reducing the impact of the abnormal traffic event on the user's travel, and providing the user with a planned route to reach the destination faster. At the same time, the user can be provided with an explanation of the corresponding route planning and an explanation of the abnormal traffic event situation, which to a certain extent alleviates the problem of urban congestion, improves road utilization, and brings users a more intelligent, convenient and efficient travel experience.

[0178] See also Figure 5FIG. 5 is a flow chart of another path planning method provided by an embodiment of the present disclosure, wherein the method includes steps S501 to S506, wherein:

[0179] S501: Based on a departure place and a destination set by a user, a first planned route from the departure place to the destination is planned for the user.

[0180] In this step, the user may input a departure point and a destination on the navigation terminal through an input device, and based on the departure point and the destination set by the user, a first planned route from the departure point to the destination may be planned for the user.

[0181] It is understood that the departure place and the destination may be displayed on a display screen of a navigation terminal used by the user, and the first planned path may be an uninterrupted line from the departure place to the destination, or a series of points displayed on the display screen of the navigation terminal.

[0182] The input device may be a touch layer covering the display screen, or a key, trackball or touchpad arranged outside the display screen, or an external keyboard, touchpad or mouse.

[0183] S502: When a user is traveling along a first planned route, if it is detected that a traffic abnormality event occurs in a target road network area where a first target road section in the first planned route is located, event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area are obtained.

[0184] S503: Based on the historical spatiotemporal impact information of each historical abnormal event, determine the estimated affected road network area and estimated impact time for the event section, wherein the event section is the section in the target road network area where the abnormal traffic event occurs.

[0185] S504: Determine the current traffic flow information in the estimated impacted road network area and the estimated traffic flow information of the estimated impacted road network area within the estimated impact time.

[0186] S505: Based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information, estimate the spatiotemporal impact information of the abnormal traffic event on the first target road section.

[0187] S506: Based on the spatiotemporal impact information, determine whether it is necessary to re-plan a travel route for the user.

[0188] Among them, the description of step S502 to step S506 can refer to the description of step S101 to step S105, and can achieve the same technical effects and solve the same technical problems, so they are not repeated here.

[0189] Next, this embodiment will be further described in conjunction with some specific implementation methods.

[0190] In order to obtain the spatiotemporal impact information, in some possible implementations, estimating the spatiotemporal impact information of the abnormal traffic event on the first target road section based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information includes:

[0191] Determine the spatiotemporal feature sequence of the abnormal traffic event based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information;

[0192] The spatiotemporal feature sequence is input into a trained spatiotemporal prediction model for convolution processing to obtain the spatiotemporal impact information of the abnormal traffic event on the first target road section.

[0193] In this step, the spatiotemporal feature sequence of the abnormal traffic event can be determined based on the event-related information, the historical spatiotemporal impact information, the current vehicle flow information and the estimated vehicle flow information. Here, since the spatiotemporal impact information can include the impact time of the abnormal traffic event in the time dimension and the affected road network area in the space dimension, the time series and the space series can be parsed based on the event-related information, the historical spatiotemporal impact information, the current vehicle flow information and the estimated vehicle flow information, and then the two sequences are mapped to the same two-dimensional table, so as to construct the spatiotemporal feature sequence of the abnormal traffic event. Here, it can be understood that the spatiotemporal feature sequence is a two-dimensional sequence.

[0194] Then, based on the trained spatiotemporal prediction model, the spatiotemporal feature sequence can be input into the trained spatiotemporal prediction model, and convolution processing can be performed using the spatiotemporal prediction model to obtain the spatiotemporal impact information of the abnormal traffic event on the first target road section.

[0195] Exemplarily, for the constructed spatiotemporal feature sequence, convolution processing can be performed on different channels based on the selected appropriate convolution kernel, and convolution processing and summation pooling processing can be performed through at least one convolution layer and pooling layer, and the mean square error function is used as the loss function to weight the loss to obtain the spatiotemporal influence information.

[0196] In order to accurately determine whether the impact of the abnormal traffic event on the user reaches a level that requires replanning a travel route for the user, in some possible implementations, determining whether it is necessary to replan a travel route for the user based on the spatiotemporal impact information includes:

[0197] Determine the travel time required for the user to travel from the current location to the first target road section along the first planned route;

[0198] Detecting whether the impact time indicated by the spatiotemporal impact information is greater than or equal to the driving time;

[0199] If the impact time is greater than or equal to the travel time, it is determined that a travel route needs to be replanned for the user.

[0200] In this step, the current location of the user can be obtained first, and then based on the first planned path, the driving time required for the user to travel from the current location to the first target section along the first planned path can be determined, and based on the impact time indicated by the spatiotemporal impact information, it is detected whether the impact time is greater than or equal to the driving time.

[0201] It can be understood that if the impact time is greater than or equal to the driving time, when the user drives from the current location to the first target section according to the first planned path, the impact caused by the abnormal traffic event has not yet been resolved, so it is determined that the travel route needs to be replanned for the user.

[0202] Further, it can be understood that if the impact time is less than the driving time, when the user drives from the current location to the first target section according to the first planned path, the impact caused by the abnormal traffic event has been resolved, so there is no need to re-plan the travel route for the user.

[0203] In some possible implementations, when it is determined that a travel route needs to be replanned for the user, the method further includes:

[0204] Based on the affected road network area indicated by the spatiotemporal impact information, a second planned path is planned for the user from the current location to the destination in the first planned path.

[0205] In this step, when it is determined that the travel route needs to be replanned for the user, a second planned route can be planned for the user from the current location to the destination based on the affected road network area indicated by the spatiotemporal impact information and according to the destination in the first planned route.

[0206] It can be understood that in actual scenarios, the first target road section and at least one first road section connected to the first target road section need to be adjusted, that is, the first planned path includes a first road section that needs to be adjusted and a first road section that does not need to be adjusted. Based on the spatiotemporal impact information, an analysis can be performed. In the case where the first road section that does not need to be adjusted has no intersection with the abnormal traffic event, the first road section that does not need to be adjusted can be completely retained, and only the first road section that needs to be adjusted is adjusted, thereby obtaining a second planned path planned for the user from the current location to the destination.

[0207] Optionally, based on the spatiotemporal impact information, a second planned path completely different from the first planned path may be replanned for the user.

[0208] After obtaining the second planned path, in order to improve the accuracy and completeness of the path planning, the travel cost of the first planned path and the travel cost of the second planned path may be compared to push a better planned path to the user. In some possible implementations, after planning the second planned path from the current location to the destination in the first planned path for the user based on the estimated affected road network area indicated by the spatiotemporal impact information, the method includes:

[0209] Determining, based on the estimated impact time indicated by the spatiotemporal impact information, a first travel time and a first travel distance required for the user to travel from the current location to the destination along the first planned path;

[0210] Determine a second travel time and a second travel distance for the user to travel along the second planned route;

[0211] If it is determined based on the first travel time, the first travel distance, the second travel time and the second travel distance that the travel cost of the second planned path is less than the travel cost of the first planned path, the second planned path is pushed to the user.

[0212] In this step, the estimated impact time indicated by the spatiotemporal impact information can be determined first. Based on the estimated impact time, the first travel time and the first travel distance required for the user to travel from the current location to the destination along the first planned path can be determined. Then, the second travel time and the second travel distance for the user to travel along the second planned path can be determined. Based on the first travel time and the first travel distance, the travel cost of the first planned path can be determined. Based on the second travel time and the second travel distance, the travel cost of the second planned path can be determined. If the travel cost of the second planned path is less than the travel cost of the first planned path, it can be understood here that the second planned path is better than the first planned path, and the second planned path can be pushed to the user.

[0213] It can be understood that the travel cost of the first planned path and the travel cost of the second planned path represent the impact of the first planned path and the second planned path on the user's travel.

[0214] In order to determine the travel cost of the first planned path, the ratio of the first travel time to the first travel distance can be calculated based on the pre-divided cost levels, such as 1 / 2, 1 / 5, 1 / 10, etc., to obtain the travel cost of the first planned path.

[0215] In order to determine the travel cost of the second planned path, the travel cost of the second planned path may be obtained by using the same calculation method as the travel cost of the first planned path based on the second travel time and the second travel distance.

[0216] Furthermore, if the travel cost of the first planned path is less than the travel cost of the second planned path, it can be understood here that the first planned path is better than the second planned path. At this time, the first planned path can still be pushed to the user.

[0217] In order to enable the user to understand the current driving status, in some possible implementations, when the second planned path is pushed to the user, the method includes:

[0218] Generate prompt information for the abnormal traffic event and the second planned path;

[0219] The prompt information is pushed to the user to explain the abnormal traffic event to the user.

[0220] In this step, prompt information may be generated for the abnormal traffic event and the second planned route, and the prompt information may be pushed to the user to explain the abnormal traffic event and route adjustment to the user.

[0221] Among them, the prompt information may include information about the abnormal traffic event and the second planned path related to the user, and may include the time of occurrence, location, type of event, on-site conditions, current progress of the event, time and space impact information, etc. of the abnormal traffic event.

[0222] It can be understood that when switching the route for the user, that is, pushing the second planned route to the user, the user can also be explained about the abnormal traffic event and route adjustment at the same time, thereby improving the user's travel experience.

[0223] Furthermore, regardless of whether it is necessary to re-plan the travel route for the user, prompt information about the abnormal traffic event can be given to the user, so that the user can understand the corresponding situation when the abnormal traffic event occurs.

[0224] The path planning method provided by the embodiment of the present disclosure comprises the following steps: when a user travels along a first planned path, if a traffic abnormality event is detected in a target road network area where a first target road section in the first planned path is located, event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area are obtained; based on the historical spatiotemporal impact information of each historical abnormal event, an estimated affected road network area and an estimated impact time for the event road section are determined, wherein the event road section is a road section in the target road network area where the traffic abnormality event occurs; current traffic flow information in the estimated affected road network area and estimated traffic flow information of the estimated affected road network area within the estimated impact time are determined; based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information, the spatiotemporal impact information of the traffic abnormality event on the first target road section is estimated; based on the spatiotemporal impact information, it is determined whether it is necessary to replan the travel path for the user.

[0225] In this way, when a user is traveling along a planned route, when an abnormal traffic event occurs in the target road network area where a certain road section in the planned route is located, the event-related information of the abnormal traffic event, the historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area, the current traffic flow information and the estimated traffic flow information can be combined to estimate the spatiotemporal impact information of the abnormal traffic event on the road section, thereby accurately assessing the impact of the abnormal traffic event on the user's travel, thereby quickly determining whether the abnormal traffic event will affect the user's trip and taking appropriate countermeasures. Furthermore, with respect to the spatiotemporal impact information of the abnormal traffic event, the information of the abnormal traffic event, the information of historical events, the current traffic flow information and the estimated traffic flow information are integrated, and an evaluation is performed through the two dimensions of time and space, so that the judgment on the impact scope of the congestion caused by the abnormal traffic event is more comprehensive and accurate, which is convenient for users to avoid and stay away from the abnormal traffic event in time, thereby reducing the impact of the abnormal traffic event on the user's travel, and providing the user with a planned route to reach the destination faster. At the same time, the user can be provided with an explanation of the corresponding route planning and an explanation of the abnormal traffic event situation, which to a certain extent alleviates the problem of urban congestion, improves road utilization, and brings users a more intelligent, convenient and efficient travel experience.

[0226] Those skilled in the art will appreciate that, in the above method of specific implementation, the order in which the steps are written does not imply a strict execution order and does not constitute any limitation on the implementation process. The specific execution order of the steps should be determined by their functions and possible internal logic.

[0227] Based on the same inventive concept, a path planning device corresponding to the path planning method is also provided in the embodiment of the present disclosure. Since the principle of solving the problem by the device in the embodiment of the present disclosure is similar to the above-mentioned path planning method in the embodiment of the present disclosure, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0228] See also Figure 6 , Figure 7 and Figure 8 , Figure 6 This is one of the schematic diagrams of a path planning device provided in an embodiment of the present disclosure, Figure 7 The second schematic diagram of a path planning device provided in an embodiment of the present disclosure is as follows: Figure 8 This is a third schematic diagram of a path planning device provided by an embodiment of the present disclosure. Figure 6 As shown in , the path planning device 600 provided in the embodiment of the present disclosure includes:

[0229] The detection module 610 is used to obtain event-related information of the abnormal traffic event and historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area if it is detected that a traffic abnormal event occurs in the target road network area where the first target road section in the first planned path is located during the user's travel along the first planned path.

[0230] The first determination module 620 is used to determine the estimated affected road network area and estimated impact time for the event section based on the historical spatiotemporal impact information of each historical abnormal event, wherein the event section is the section in the target road network area where the abnormal traffic event occurs.

[0231] The second determination module 630 is used to determine the current traffic flow information in the estimated impacted road network area and the estimated traffic flow information of the estimated impacted road network area within the estimated impact time.

[0232] The estimation module 640 is used to estimate the spatiotemporal impact information of the abnormal traffic event on the first target road section based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information.

[0233] The adjustment module 650 is used to determine whether it is necessary to re-plan the travel route for the user based on the spatiotemporal impact information.

[0234] In an optional implementation manner, the detection module 610 is used to determine the event-related information of the abnormal traffic event through the following steps:

[0235] Acquire historical event information of each historical abnormal event, as well as on-site information of the abnormal traffic event and road attribute information of the first target road section, wherein the historical event information includes the event type of the historical abnormal event;

[0236] Based on the scene information and the historical scene information indicated in the historical event information, matching the abnormal traffic event with the multiple historical abnormal events, and determining a target abnormal event of the same type as the abnormal traffic event from the multiple historical abnormal events;

[0237] Using the event type of the target abnormal event as the event type of the abnormal traffic event;

[0238] Based on the event type of the abnormal traffic event, the scene information and the road attribute information, event-related information of the abnormal traffic event is determined.

[0239] In an optional implementation manner, the first determining module 620 is specifically configured to:

[0240] For each historical abnormal event, the historical impact road network area and historical impact time of the historical abnormal event are obtained by parsing the historical spatiotemporal impact information of the historical abnormal event;

[0241] Based on the event type of each historical abnormal event, the obtained multiple historical abnormal events are aggregated to obtain at least one abnormal event set, wherein each abnormal event set includes at least one historical abnormal event;

[0242] Based on the event type of the abnormal traffic event indicated by the event-related information, selecting a target event set from the at least one abnormal event set, wherein the historical abnormal events in the target event set have the same event type as the abnormal traffic event;

[0243] Based on the historical impact road network area and historical impact time of each historical abnormal event in the target event set, the estimated impact road network area and estimated impact time centered on the event road section are determined.

[0244] In an optional implementation manner, the second determination module 630 is used to determine the estimated vehicle flow information of the estimated impacted road network area within the estimated impact time by the following steps:

[0245] Based on the estimated affected road network area and the estimated impact time, determining an extended affected road network area outside the estimated affected road network area;

[0246] Acquiring vehicle travel information of each first vehicle in the extended impact road network area;

[0247] Based on the vehicle driving information of each first vehicle, determining at least one second vehicle from the plurality of first vehicles in the extended affected road network area, the second vehicle being a vehicle that will enter the estimated affected road network area within the estimated affected time;

[0248] The estimated vehicle flow information is obtained based on the number of the at least one second vehicle.

[0249] In an optional implementation manner, the estimation module 640 is specifically used for:

[0250] Determine the spatiotemporal feature sequence of the abnormal traffic event based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information;

[0251] The spatiotemporal feature sequence is input into a trained spatiotemporal prediction model for convolution processing to obtain the spatiotemporal impact information of the abnormal traffic event on the first target road section.

[0252] In an optional implementation manner, the adjustment module 650 is specifically configured to:

[0253] Determine the travel time required for the user to travel from the current location to the first target road section along the first planned route;

[0254] Detecting whether the impact time indicated by the spatiotemporal impact information is greater than or equal to the driving time;

[0255] If the impact time is greater than or equal to the travel time, it is determined that a travel route needs to be replanned for the user.

[0256] In an optional implementation, if Figure 7 As shown in , the path planning device 600 further includes a first planning module 660, and the first planning module 660 is used to:

[0257] Based on a departure point and a destination set by a user, a first planned path from the departure point to the destination is planned for the user.

[0258] In an optional implementation, if Figure 8 As shown in , the path planning device 600 further includes a second planning module 670 and a prompt module 680, wherein the second planning module 670 is used to:

[0259] Based on the affected road network area indicated by the spatiotemporal impact information, a second planned path is planned for the user from the current location to the destination in the first planned path.

[0260] In an optional implementation manner, the second planning module 670 is further configured to:

[0261] Determining, based on the estimated impact time indicated by the spatiotemporal impact information, a first travel time and a first travel distance required for the user to travel from the current location to the destination along the first planned path;

[0262] Determine a second travel time and a second travel distance for the user to travel along the second planned route;

[0263] If it is determined based on the first travel time, the first travel distance, the second travel time and the second travel distance that the travel cost of the second planned path is less than the travel cost of the first planned path, the second planned path is pushed to the user.

[0264] The prompt module 680 is specifically used for:

[0265] Generate prompt information for the abnormal traffic event and the second planned path;

[0266] The prompt information is pushed to the user to explain the abnormal traffic event to the user.

[0267] Here, the path planning device may be an independent device that is pre-installed in the form of a plug-in on a navigation terminal used by a user, such as a mobile phone device, a vehicle-mounted device, etc.

[0268] Optionally, the path planning device may also be used as an additional function of a navigation software product in a navigation terminal used by the user, and its function may be loaded by updating the navigation software product or the like.

[0269] For descriptions of the processing flow of each module in the device and the interaction flow between each module, reference may be made to the relevant descriptions in the above method embodiment, which will not be described in detail here.

[0270] A route planning device provided by an embodiment of the present disclosure is configured to obtain event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormality event that has occurred in the target road network area when a user travels along a first planned route. Based on the historical spatiotemporal impact information of each historical abnormality event, determine an estimated affected road network area and an estimated impact time for the event section, wherein the event section is a section in the target road network area where the traffic abnormality event occurs. Determine current traffic flow information in the estimated affected road network area and estimated traffic flow information of the estimated affected road network area within the estimated impact time. Estimate the spatiotemporal impact information of the traffic abnormality event on the first target section based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information. Based on the spatiotemporal impact information, determine whether it is necessary to replan a travel route for the user.

[0271] In this way, when a user is traveling along a planned route, when an abnormal traffic event occurs in the target road network area where a certain road section in the planned route is located, the event-related information of the abnormal traffic event, the historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area, the current traffic flow information and the estimated traffic flow information can be combined to estimate the spatiotemporal impact information of the abnormal traffic event on the road section, thereby accurately assessing the impact of the abnormal traffic event on the user's travel, thereby quickly determining whether the abnormal traffic event will affect the user's trip and taking appropriate countermeasures. Furthermore, with respect to the spatiotemporal impact information of the abnormal traffic event, the information of the abnormal traffic event, the information of historical events, the current traffic flow information and the estimated traffic flow information are integrated, and an evaluation is performed through the two dimensions of time and space, so that the judgment on the impact scope of the congestion caused by the abnormal traffic event is more comprehensive and accurate, which is convenient for users to avoid and stay away from the abnormal traffic event in time, thereby reducing the impact of the abnormal traffic event on the user's travel, and providing the user with a planned route to reach the destination faster. At the same time, the user can be provided with an explanation of the corresponding route planning and an explanation of the abnormal traffic event situation, which to a certain extent alleviates the problem of urban congestion, improves road utilization, and brings users a more intelligent, convenient and efficient travel experience.

[0272] Corresponds to Figure 1 and Figure 5 The path planning method in the present disclosure also provides an electronic device 900, such as Fig. 9 FIG. 1 is a schematic diagram of the structure of an electronic device 900 provided in an embodiment of the present disclosure, including:

[0273] Processor 910, memory 920, and bus 930; memory 920 is used to store execution instructions, including internal memory 921 and external memory 922; the internal memory 921 here is also called internal memory, which is used to temporarily store the operation data in the processor 910, as well as the data exchanged with the external memory 922 such as a hard disk. The processor 910 exchanges data with the external memory 922 through the internal memory 921. When the electronic device 900 is running, the processor 910 communicates with the memory 920 through the bus 930, so that the processor 910 can execute the steps of the above-mentioned path planning method.

[0274] It is to be understood that the structure illustrated in the embodiment of the present application does not constitute a specific limitation on the electronic device 900. In other embodiments of the present application, the electronic device 900 may include more or fewer components than shown in the figure, or combine some components, or split some components, or arrange the components differently. The components shown in the figure may be implemented in hardware, software, or a combination of software and hardware.

[0275] The present disclosure also provides a computer-readable storage medium, on which a computer program is stored, and when the computer program is executed by a processor, the steps of the path planning method described in the above method embodiment are executed. The storage medium can be a volatile or non-volatile computer-readable storage medium.

[0276] The embodiments of the present disclosure also provide a computer program product, which includes computer instructions. When the computer instructions are executed by a processor, the steps of the path planning method described in the above method embodiment can be executed. For details, please refer to the above method embodiment, which will not be repeated here.

[0277] The computer program product may be implemented in hardware, software or a combination thereof. In one optional embodiment, the computer program product is implemented as a computer storage medium. In another optional embodiment, the computer program product is implemented as a software product, such as a software development kit (SDK).

[0278] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, the specific working process of the above-described devices, equipment and storage media can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here. In the several embodiments provided in the present disclosure, it should be understood that the disclosed methods, devices, equipment and storage media can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the units is only a logical function division. There may be other division methods in actual implementation. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, and the indirect coupling or communication connection of the device or unit can be electrical, mechanical or other forms.

[0279] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0280] In addition, each functional unit in each embodiment of the present disclosure may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0281] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium that is executable by a processor. Based on this understanding, the technical solution of the present disclosure, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for enabling an electronic device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present disclosure. The aforementioned storage medium includes: various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk.

[0282] Finally, it should be noted that the above-described embodiments are only specific implementation methods of the present disclosure, which are used to illustrate the technical solutions of the present disclosure, rather than to limit them. The protection scope of the present disclosure is not limited thereto. Although the present disclosure is described in detail with reference to the above-described embodiments, ordinary technicians in the field should understand that any technician familiar with the technical field can still modify the technical solutions recorded in the above-described embodiments within the technical scope disclosed in the present disclosure, or can easily think of changes, or make equivalent replacements for some of the technical features therein; and these modifications, changes or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure, and should be included in the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be based on the protection scope of the claims.

Claims

1. A path planning method, characterized in that: The method comprises: When the user travels along the first planned route, if it is detected that a traffic abnormality event occurs in a target road network area where a first target road section in the first planned route is located, event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area are obtained; Based on the historical spatiotemporal impact information of each historical abnormal event, determine the estimated impact road network area and estimated impact time for the event road section, wherein the event road section is the road section in the target road network area where the abnormal traffic event occurs; Determine current traffic flow information in the estimated affected road network area and estimated traffic flow information in the estimated affected road network area within the estimated impact time; Determine the spatiotemporal feature sequence of the abnormal traffic event based on the event-related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information; Inputting the spatiotemporal feature sequence into a trained spatiotemporal prediction model for convolution processing to obtain the spatiotemporal impact information of the abnormal traffic event on the first target road section; Based on the spatiotemporal impact information, determine whether it is necessary to replan a travel route for the user.

2. The method according to claim 1, characterized in that Before acquiring the event-related information of the abnormal traffic event and the historical spatiotemporal impact information of each historical abnormal event that has occurred in the target road network area, the method includes: Based on a departure point and a destination set by a user, a first planned path from the departure point to the destination is planned for the user.

3. The method according to claim 1, characterized in that The event-related information of the abnormal traffic event is determined by the following steps: Acquire historical event information of each historical abnormal event, as well as on-site information of the abnormal traffic event and road attribute information of the first target road section, wherein the historical event information includes the event type of the historical abnormal event; Based on the scene information and the historical scene information indicated in the historical event information, matching the abnormal traffic event with a plurality of historical abnormal events, and determining a target abnormal event of the same type as the abnormal traffic event from the plurality of historical abnormal events; Using the event type of the target abnormal event as the event type of the abnormal traffic event; Based on the event type of the abnormal traffic event, the scene information and the road attribute information, event-related information of the abnormal traffic event is determined.

4. The method according to claim 1, characterized in that The method of determining the estimated impact road network area and the estimated impact time for the event road section based on the historical spatiotemporal impact information of each historical abnormal event includes: For each historical abnormal event, the historical impact road network area and historical impact time of the historical abnormal event are obtained by parsing the historical spatiotemporal impact information of the historical abnormal event; Based on the event type of each historical abnormal event, the obtained multiple historical abnormal events are aggregated to obtain at least one abnormal event set, wherein each abnormal event set includes at least one historical abnormal event; Based on the event type of the abnormal traffic event indicated by the event-related information, selecting a target event set from the at least one abnormal event set, wherein the historical abnormal events in the target event set have the same event type as the abnormal traffic event; Based on the historical impact road network area and historical impact time of each historical abnormal event in the target event set, the estimated impact road network area and estimated impact time centered on the event road section are determined.

5. The method according to claim 4, characterized in that The estimated traffic flow information of the estimated impacted road network area within the estimated impacted time is determined by the following steps: Based on the estimated affected road network area and the estimated impact time, determining an extended affected road network area outside the estimated affected road network area; Acquiring vehicle travel information of each first vehicle in the extended impact road network area; Based on the vehicle driving information of each first vehicle, determining at least one second vehicle from the plurality of first vehicles in the extended affected road network area, the second vehicle being a vehicle that will enter the estimated affected road network area within the estimated affected time; The estimated vehicle flow information is obtained based on the number of the at least one second vehicle.

6. The method according to claim 1, characterized in that The determining whether it is necessary to re-plan a travel route for the user based on the spatiotemporal impact information includes: Determine the travel time required for the user to travel from the current location to the first target road section along the first planned route; Detecting whether the impact time indicated by the spatiotemporal impact information is greater than or equal to the driving time; If the impact time is greater than or equal to the travel time, it is determined that a travel route needs to be replanned for the user.

7. The method according to claim 1, characterized in that In the case where it is determined that a travel route needs to be replanned for the user, the method further includes: Based on the affected road network area indicated by the spatiotemporal impact information, a second planned path is planned for the user from the current location to the destination in the first planned path.

8. The method according to claim 7, characterized in that After planning a second planned path for the user from a current location to a destination in the first planned path based on the estimated affected road network area indicated by the spatiotemporal impact information, the method includes: Determining, based on the estimated impact time indicated by the spatiotemporal impact information, a first travel time and a first travel distance required for the user to travel from the current location to the destination along the first planned path; Determine a second travel time and a second travel distance for the user to travel along the second planned route; If it is determined based on the first travel time, the first travel distance, the second travel time and the second travel distance that the travel cost of the second planned path is less than the travel cost of the first planned path, the second planned path is pushed to the user.

9. The method according to claim 8, characterized in that In the case where the second planned path is pushed to the user, the method includes: Generate prompt information for the abnormal traffic event and the second planned path; The prompt information is pushed to the user to explain the abnormal traffic event to the user.

10. A path planning device, characterized in that: The device comprises: a detection module, configured to obtain event-related information of the traffic abnormality event and historical spatiotemporal impact information of each historical abnormality event that has occurred in the target road network area if it is detected that a traffic abnormality event occurs in the target road network area where the first target road section in the first planned path is located during the user's travel along the first planned path; A first determination module is used to determine the estimated impact road network area and estimated impact time for the event section based on the historical spatiotemporal impact information of each historical abnormal event, wherein the event section is the section in the target road network area where the traffic abnormal event occurs; A second determination module is used to determine the current traffic flow information in the estimated affected road network area and the estimated traffic flow information of the estimated affected road network area within the estimated impact time; An estimation module is used to determine the spatiotemporal feature sequence of the abnormal traffic event based on the event related information, the historical spatiotemporal impact information, the current traffic flow information and the estimated traffic flow information; input the spatiotemporal feature sequence into the trained spatiotemporal prediction model for convolution processing to obtain the spatiotemporal impact information of the abnormal traffic event on the first target road section; An adjustment module is used to determine whether it is necessary to re-plan a travel route for the user based on the spatiotemporal impact information.

11. An electronic device, characterized in that: include: A processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is running, the processor and the memory communicate via the bus, and when the machine-readable instructions are executed by the processor, the steps of the path planning method as described in any one of claims 1 to 9 are performed.

12. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which, when executed by a processor, executes the steps of the path planning method according to any one of claims 1 to 9.

13. A computer program product comprising computer instructions, characterized in that: The computer instructions are executed by the processor The steps of the path planning method described in any one of claims 1 to 9 are implemented during execution.

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