Method, device and equipment for path optimization based on user urgency and storage medium

Abstract

The application provides a path optimization method and device based on user urgency, equipment and storage medium. The method comprises the following steps: acquiring the real-time position, planning mode and a plurality of to-be-traveled road sections of a user vehicle in a preset area; determining a optimizable area according to the traffic state and road network relationship of each road section in the preset area; the optimizable area comprises a first road section, an intermediate road section and a tail road section in a congestion state; at least two intermediate paths are included between the first road section and the tail road section; the intermediate path comprises the intermediate road section; a target vehicle is determined; according to the planning mode of each target vehicle, the optimized intermediate path of each target vehicle is determined, and according to each optimized intermediate path, the target vehicle with the planning mode of the emergency mode is controlled to enter the tail road section before the target vehicle with the planning mode of the leisure mode. The scheme of the application can meet the travel demand of the emergency user while maintaining the reasonable order of traffic.

Description

Technical Field

[0001] This application relates to the field of path planning technology, and in particular to a path optimization method, apparatus, device and storage medium based on user priority. Background Technology

[0002] Road navigation systems use route planning algorithms to provide users with optimal routes, such as the fastest, shortest, or toll-free routes, to meet different travel needs.

[0003] Current road navigation systems only plan routes for users based on their individual needs. However, with the development of vehicle-to-everything (V2X) and autonomous driving technologies, vehicles can communicate and collaborate in real time. This makes it possible for navigation systems to provide users with more optimized routes through collaboration among multiple users, while meeting the different needs of different users.

[0004] Currently, there are methods to plan routes for users based on their travel urgency. For example, on the same road, users with lower urgency levels can yield to users with higher urgency levels. While this method can meet the needs of users with higher urgency levels, yielding lanes can easily lead to other vehicles competing for lanes, causing traffic chaos and affecting traffic safety. Another method is to adjust users' urgency levels through a points system. However, the way to obtain points is to make vehicles take longer routes or delay their trips during congestion. This method allows independent users or other navigation software to profit when passing through that section of road, making it impossible to avoid competition from third-party software. As a result, users are unwilling to yield, disrupting the traffic market order. Summary of the Invention

[0005] This application provides a method, apparatus, device, and storage medium for optimizing routes based on user urgency, in order to solve the problem that providing faster travel routes for users with higher urgency in the prior art can easily cause traffic chaos.

[0006] According to a first aspect of this application, a path optimization method based on user urgency is provided, applied to a server-side device, comprising:

[0007] Obtain the real-time location, planning mode, and multiple road segments to be traveled for user vehicles within a preset area;

[0008] In response to the traffic condition of any road segment to be traveled within a preset area being congested, an optimizable area is determined based on the traffic condition and road network relationship of each road segment within the preset area. The optimizable area includes the first road segment, the middle road segment, and the last road segment. The traffic condition of the last road segment is congested, and there are at least two intermediate paths between the first road segment and the last road segment. The intermediate paths include at least one intermediate road segment, and the traffic condition of each intermediate road segment is unobstructed.

[0009] The user vehicle whose real-time location is located in the first road segment and whose road segment to be traveled includes the last road segment is identified as the target vehicle;

[0010] Based on the planning mode of each target vehicle, the optimized intermediate path of each target vehicle is determined, and based on the optimized intermediate path, the target vehicle with the planning mode of emergency mode is controlled to enter the tail section before the target vehicle with the planning mode of leisure mode.

[0011] As an optional implementation, the road network relationship includes: the identification of the preceding road segments that directly connect each road segment;

[0012] The step of determining the optimizable area based on the traffic conditions and road network relationships of each road segment within the preset area includes:

[0013] The road segments that are congested and waiting to be traveled are identified as candidate road segments;

[0014] Obtain the first preceding road segment, the second preceding road segment, and the third preceding road segment corresponding to each candidate road segment; the first preceding road segment is the preceding road segment directly connected to the candidate road segment, the second preceding road segment is the preceding road segment directly connected to the first preceding road segment, and the third preceding road segment is the preceding road segment directly connected to the second preceding road segment; the first preceding road segment and the candidate road segment intersect at the first intersection.

[0015] In response to the candidate road segment having at least two traffic states that are unobstructed and, in addition to converging at the first intersection, also converging at the second intersection, the first preceding road segment connected to the second intersection is determined as the first road segment, the at least two first preceding road segments that are unobstructed and converge at the first and second intersections are determined as intermediate paths, and the candidate road segment is determined as the last road segment.

[0016] As an optional implementation, after obtaining the first, second, and third preceding road segments corresponding to each candidate road segment, the method further includes:

[0017] In response to a candidate road segment corresponding to at least two first preceding road segments with unobstructed traffic conditions, and a second preceding road segment directly connected to the first preceding road segment with unobstructed traffic conditions that converges at a third intersection, the third preceding road segment connected to the third intersection is determined as the first road segment, the first preceding road segment with unobstructed traffic conditions and the second preceding road segment directly connected to the first preceding road segment with unobstructed traffic conditions are determined as intermediate paths, and the candidate road segment is determined as the tail road segment.

[0018] As an optional implementation, the proportion of traffic flow into the candidate road segment from the third road segment connected to the third intersection is greater than a preset proportion threshold.

[0019] As an optional implementation, the step of controlling the target vehicle with the emergency planning mode to enter the tail section before the target vehicle with the leisure planning mode, based on each optimized intermediate path, includes:

[0020] If the target vehicle's corresponding travel segment does not include the optimized intermediate path, the optimized intermediate path is sent to the corresponding target vehicle. Based on the optimized intermediate path, the target vehicle in emergency mode is controlled to enter the tail segment before the target vehicle in leisure mode.

[0021] As an optional implementation, the planning mode includes an emergency mode and a leisure mode; determining the optimized intermediate path for each target vehicle based on its planning mode includes:

[0022] Calculate the estimated travel time for each intermediate path;

[0023] In response to the fact that there are two intermediate paths and the estimated travel time difference between the two intermediate paths is greater than a preset time difference threshold, the intermediate path with the shorter estimated travel time is determined as the optimized intermediate path for the target vehicle in emergency mode, and the intermediate path with the longer estimated travel time is determined as the optimized intermediate path for the target vehicle in leisure mode.

[0024] As an optional implementation, after calculating the estimated travel time for each intermediate path, the method further includes:

[0025] If there are more than two intermediate paths, and the estimated travel time difference between the intermediate path with the shortest estimated travel time and the intermediate path with the longest estimated travel time is greater than a preset time difference threshold, at least one intermediate path with a shorter estimated travel time will be identified as an emergency path, and at least one intermediate path with a longer estimated travel time will be identified as a leisure path.

[0026] The optimized intermediate path of the target vehicle in emergency mode is determined as any emergency path.

[0027] The optimized intermediate path of the target vehicle in leisure mode is determined as any leisure path.

[0028] As an optional implementation, after calculating the estimated travel time for each intermediate path, the method further includes:

[0029] In response to the fact that the estimated travel time difference between each intermediate path is less than the preset time difference threshold, at least one intermediate path is identified as an emergency path and at least one intermediate path is identified as a leisure path.

[0030] The leisure route is determined as the optimized intermediate route for the first type of vehicles, where the first type of vehicles are target vehicles whose real-time location is within the first preset range on the first road segment.

[0031] The emergency path is determined as the optimized intermediate path for the second type of vehicle, which is the target vehicle in emergency mode whose real-time location is located within the second preset range on the first road segment.

[0032] The leisure route is determined as the optimized intermediate route for the third type of vehicle, which is the target vehicle in leisure mode whose real-time location is located within the second preset range on the first road segment.

[0033] The emergency path is determined as the optimized intermediate path for the fourth type of vehicle, which is a target vehicle in leisure mode whose real-time location is within the third preset range on the first road segment; the distances from the first preset range, the second preset range, and the third preset range to the intermediate road segment increase sequentially.

[0034] As an optional implementation, the step of determining the optimized intermediate path for each target vehicle based on its planning mode, and controlling the target vehicle with the emergency planning mode to enter the tail section before the target vehicle with the leisure planning mode based on the optimized intermediate path, further includes:

[0035] In response to each target vehicle entering the tail section according to the optimized intermediate path, the first average travel time of the target vehicle in emergency mode on the optimized intermediate path and the second average travel time of the target vehicle in leisure mode on the optimized intermediate path are obtained.

[0036] Based on the number of target vehicles in emergency mode, the first average travel time, the number of target vehicles in leisure mode, and the second average travel time, calculate the original travel time of each target vehicle on the intermediate path.

[0037] Based on the original driving time, the first average driving time, and the second average driving time, the planning points of the target vehicle user in emergency mode are reduced, and the planning points of the target vehicle user in leisure mode are increased; the total planning points reduced for the target vehicle user in emergency mode are equal to the total planning points increased for the target vehicle user in leisure mode.

[0038] According to a second aspect of this application, a path optimization device based on user urgency is provided, applied to a server-side device, comprising:

[0039] The acquisition module is used to acquire the real-time location, planning mode, and multiple road segments to be traveled for user vehicles within a preset area;

[0040] The first determining module is used to respond to the traffic status of any road segment to be traveled within a preset area being congested, and to determine an optimizable area based on the traffic status and road network relationship of each road segment within the preset area; the optimizable area includes a first road segment, a middle road segment, and a last road segment; the traffic status of the last road segment is congested, and there are at least two intermediate paths between the first road segment and the last road segment; the intermediate paths include at least one intermediate road segment, and the traffic status of each intermediate road segment is unobstructed;

[0041] The second determining module is used to determine the user vehicle whose real-time location is located in the first road segment and whose road segment to be traveled includes the last road segment as the target vehicle;

[0042] The optimization module is used to determine the optimized intermediate path for each target vehicle based on its planning mode, and to control the target vehicles with the emergency planning mode to enter the tail section before the target vehicles with the leisure planning mode based on the optimized intermediate path.

[0043] According to a third aspect of this application, a server device is provided, comprising: a processor, and a memory communicatively connected to the processor;

[0044] The memory stores computer-executed instructions;

[0045] The processor executes computer execution instructions stored in the memory to implement the method as described in any of the first aspects.

[0046] According to a fourth aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any of the first aspects.

[0047] According to a fifth aspect of this application, a computer program product is provided, comprising a computer program that, when executed by a processor, implements the method described in the first aspect.

[0048] The method, apparatus, device, and storage medium for optimizing user routes based on urgency provided in this application acquire the real-time location, planning mode, and multiple road segments to be traveled for user vehicles within a preset area; responding to a congested traffic state for any road segment to be traveled within the preset area, an optimizable area is determined based on the traffic state and road network relationship of each road segment within the preset area; the optimizable area includes a first road segment, intermediate road segments, and a last road segment; the last road segment is in a congested traffic state, and there are at least two intermediate paths between the first road segment and the last road segment; each intermediate path includes at least one intermediate road segment, and the traffic state of each intermediate road segment is unobstructed; user vehicles whose real-time location is in the first road segment and whose road segment to be traveled includes the last road segment are identified as target vehicles; based on the planning mode of each target vehicle, an optimized intermediate path is determined for each target vehicle, and based on the optimized intermediate path, target vehicles with an emergency planning mode enter the last road segment before target vehicles with a leisure planning mode. Since the optimizable area includes the first segment, the middle segment, and the last segment, and the traffic condition of the last segment is congested, while there are at least two intermediate paths from the first segment to the last segment, for a target vehicle whose real-time location is in the first segment and whose waiting segment includes the last segment, there are at least two intermediate paths from the first segment to the last segment. Based on the planning mode of each target vehicle, the optimized intermediate paths for each target vehicle are determined, and the target vehicle with the emergency planning mode is controlled to enter the last segment before the target vehicle with the leisure planning mode. Therefore, the target vehicle with the leisure driving mode allows the target vehicle with the emergency driving mode to enter the last segment earlier, thereby allowing the target vehicle with the emergency driving mode to exit the last segment earlier, saving the travel time of the target vehicle with the emergency driving mode. This satisfies the travel needs of users with high urgency while maintaining reasonable traffic order. Attached Figure Description

[0049] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0050] Figure 1 This is an application scenario diagram of the path optimization method based on user urgency provided in the embodiments of this application;

[0051] Figure 2 This is a flowchart illustrating the path optimization method based on user urgency provided in Embodiment 1 of this application;

[0052] Figure 3 This is a schematic diagram of a road network within a preset area provided in Embodiment 2 of this application;

[0053] Figure 4 This is another road network diagram within a preset area provided in Embodiment 2 of this application;

[0054] Figure 5 This is another road network diagram within a preset area provided in Embodiment 2 of this application;

[0055] Figure 6 This is another road network diagram within a preset area provided in Embodiment 2 of this application;

[0056] Figure 7 This is another road network diagram within a preset area provided in Embodiment 2 of this application;

[0057] Figure 8 This is a flowchart illustrating the path optimization method based on user urgency provided in Embodiment 3 of this application;

[0058] Figure 9 This is a flowchart illustrating the path optimization method based on user urgency provided in Embodiment 4 of this application;

[0059] Figure 10 This is a schematic diagram of the structure of the path optimization device based on user urgency provided in Embodiment 5 of this application;

[0060] Figure 11 This is a schematic diagram of the server device provided according to Embodiment Six of this application.

[0061] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0062] The prior art involved in this application will be described in detail and analyzed below.

[0063] Road navigation systems can plan multiple routes for users using path planning algorithms. Users can choose routes based on their needs, such as the fastest, shortest distance, toll-free, or main road priority, to meet the different travel needs of different users at different times. With the development of vehicle-to-everything (V2X) and autonomous driving technologies, vehicles can communicate in real time and share information. This information sharing enables vehicles to cooperate in passing through intersections. Therefore, path planning algorithms also need to evolve from considering only the needs of a single user to considering the needs of multiple users simultaneously, ensuring the interests of individual users while also taking into account the public interest.

[0064] Route planning algorithms can recommend different travel routes based on the urgency of a user's trip, suggesting faster routes for users with higher urgency. However, current methods rely on users with lower urgency yielding to those with higher urgency on the same road. In practice, users with lower urgency may find this approach unacceptable, and since not all vehicles on the road use the same navigation system, yielding can also lead to other vehicles vying for lanes, impacting traffic safety.

[0065] In summary, existing methods for providing faster travel routes for users with higher urgency levels of travel can easily lead to other vehicles competing for lanes, affecting traffic safety.

[0066] Therefore, when faced with the problems in the existing technology, the inventors, through creative research, have found that in the travel routes planned for users with a high degree of urgency, if users with a high degree of urgency can enter the congested section of the road before users with a low degree of urgency, they can exit the congested section of the road first, saving travel time and achieving a faster travel speed. At the same time, it will not cause lane-jumping problems due to different vehicles using different navigation systems on the same road. Therefore, the inventors propose the technical solution of this application, which involves obtaining the real-time location, planning mode, and multiple road segments to be traveled of user vehicles within a preset area; responding to the traffic state of any road segment to be traveled within the preset area being congested, determining an optimizable area based on the traffic state and road network relationship of each road segment within the preset area; the optimizable area includes the first road segment, the middle road segment, and the last road segment; the traffic state of the last road segment is congested, and there are at least two intermediate paths between the first road segment and the last road segment; the intermediate paths include at least one intermediate road segment, and the traffic state of each intermediate road segment is unobstructed; identifying user vehicles whose real-time location is in the first road segment and whose road segment to be traveled includes the last road segment as target vehicles; determining the optimized intermediate path for each target vehicle based on its planning mode, and controlling target vehicles with an emergency planning mode to enter the last road segment before target vehicles with a leisure planning mode based on the optimized intermediate path. Since the optimizable area includes the first, middle, and last road segments, and the last road segment is congested, while there are at least two intermediate paths from the first to the last road segment, for a target vehicle whose real-time location is in the first road segment and whose waiting route includes the last road segment, there are at least two intermediate paths from the first to the last road segment. Based on the planning mode of each target vehicle, the optimized intermediate paths for each target vehicle are determined, and target vehicles in emergency mode are controlled to enter the last road segment before those in leisure mode. Therefore, target vehicles in leisure mode can allow target vehicles in emergency mode to enter the last road segment earlier, thus allowing target vehicles in emergency mode to exit the last road segment earlier, saving travel time for target vehicles in emergency mode. This satisfies the travel needs of users with high urgency while ensuring travel safety and maintaining reasonable traffic order.

[0067] This application provides a method, apparatus, device, and storage medium for path optimization based on user urgency, aiming to solve the aforementioned technical problems of the prior art. The technical solutions of this application and how they solve the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments.

[0068] The network architecture and application scenarios of the user-priority-based path optimization method provided in the embodiments of this application will be described below. When the following description refers to the accompanying drawings, unless otherwise indicated, the same data in different drawings represent the same or similar elements.

[0069] Figure 1 This is an application scenario diagram of the path optimization method based on user urgency provided in the embodiments of this application. For example... Figure 1 As shown, an application scenario provided in this application embodiment includes: a server device 10 and multiple user vehicles located in a preset area 11.

[0070] The user vehicle includes a client device equipped with route optimization software based on the user's urgency. The client device can be an in-vehicle navigation system equipped with the route optimization software, or a smart terminal equipped with the same software, such as a smartphone or tablet. The smart terminal can be carried by the user riding in the vehicle. The client device can communicate and transmit information in real time with the server device 10 via wireless communication technologies such as satellite communication or mobile cellular communication.

[0071] like Figure 1 As shown, the first user vehicle 121, the second user vehicle 122, and the third user vehicle 123 are located in the first road segment 131; the fourth user vehicle 124 is located in the second road segment 132; the fifth user vehicle 125 is located in the third road segment 133; and the sixth user vehicle 126, the seventh user vehicle 127, and the eighth user vehicle 128 are located in the fourth road segment 134. The client devices on each user vehicle are all communicatively connected to the server device 10.

[0072] Passengers in the vehicle can input their destination address and vehicle route planning mode through the user interface of the route optimization software client or the corresponding webpage. The client device can obtain the real-time location of the user vehicle through GPS, vehicle-to-everything (V2X) communication, and other methods.

[0073] After receiving the destination address input by the user, the client device can provide the user with multiple travel routes, such as the shortest time or shortest distance, based on a preset route planning algorithm and the real-time location of the user's vehicle. After the user selects a travel route, the client device obtains the multiple road segments included in the selected route and determines these multiple road segments as the multiple travel segments for the user's vehicle.

[0074] For example, such as Figure 1As shown, the real-time location of the destination address of the first user vehicle 121 is on the first road segment 131. The destination address of the first user vehicle 121 can be any location on the fourth road segment 134. The client device can provide the user with a first travel route and a second travel route. The first travel route includes: the first road segment 131, the second road segment 132, and the fourth road segment 134. The second travel route includes: the first road segment 131, the third road segment 133, and the fourth road segment 134. If the user selects the first travel route, the client device obtains the first road segment 131, the second road segment 132, and the fourth road segment 134 included in the user's selected travel route, and determines the first road segment 131, the second road segment 132, and the fourth road segment 134 as the road segment to be traveled by the first user vehicle 121.

[0075] The client device can send the real-time location of the user's vehicle, the planning mode, and multiple road segments to be traveled to the server device 10.

[0076] The server device 10 can pre-store the road network relationship within a preset area and obtain the traffic status of each road segment within the preset area through sensors, vehicle networking, and other means installed within the preset area.

[0077] Server device 10 acquires the real-time locations, planning modes, and multiple road segments to be traveled for multiple user vehicles within a preset area 11. Responding to any road segment to be traveled within the preset area 11 being congested, it determines an optimizable area based on the traffic conditions and road network relationships of each road segment within the preset area 11. The optimizable area includes the first road segment, intermediate road segments, and the last road segment; the last road segment is congested, and there are at least two intermediate paths between the first and last road segments; each intermediate path includes at least one intermediate road segment, and the traffic condition of each intermediate road segment is unobstructed.

[0078] The server device 10 identifies user vehicles whose real-time location is in the first segment of the road and whose planned travel segment includes the last segment as target vehicles. Based on the planning mode of each target vehicle, it determines the optimized intermediate path for each target vehicle and, based on the optimized intermediate path, controls the target vehicles with the planning mode of emergency mode to enter the last segment before the target vehicles with the planning mode of leisure mode.

[0079] The embodiments of this application will now be described with reference to the accompanying drawings. The embodiments described below do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0080] Example 1

[0081] Figure 2This is a flowchart illustrating the path optimization method based on user urgency provided in Embodiment 1 of this application. Figure 2 As shown, the executing entity of this application is a path optimization device based on user urgency, which is located in the server-side device. The path optimization method based on user urgency provided in this embodiment includes steps 201 to 204.

[0082] Step 201: Obtain the real-time location, planning mode, and multiple road segments to be traveled for user vehicles within the preset area.

[0083] In this embodiment, the preset area can be a city, an administrative region, etc. The user vehicle includes a client device equipped with route optimization software based on the user's urgency level. The client device can communicate with the server device in real time via wireless communication technologies such as satellite communication or mobile cellular communication. The user in the vehicle can interact with the client device to input the destination address and the vehicle's planning mode. The planning modes include emergency mode and leisure mode.

[0084] After user authorization, the client device can obtain the real-time location of the user's vehicle via GPS, vehicle-to-everything (V2X) technology, or other means. Based on the vehicle's real-time location and destination address, it can provide the user with multiple travel routes, such as the shortest travel time or shortest distance, according to a preset route planning algorithm. After the user selects a route, the client device obtains the multiple road segments included in the selected route and identifies these segments as the vehicle's next travel routes.

[0085] The client device sends the user's vehicle's real-time location, planning mode, and multiple road segments to be traveled to the server device. The server device obtains the user's vehicle's real-time location, planning mode, and multiple road segments to be traveled within a preset area.

[0086] Step 202: In response to the traffic status of any road segment to be traveled within the preset area being congested, determine the optimizable area based on the traffic status and road network relationship of each road segment within the preset area; the optimizable area includes the first road segment, the middle road segment, and the last road segment; the traffic status of the last road segment is congested, and there are at least two intermediate paths between the first road segment and the last road segment; the intermediate path includes at least one intermediate road segment, and the traffic status of each intermediate road segment is unobstructed.

[0087] In this embodiment, the server device can pre-store the road network relationships of each road segment within a preset area. The server device can obtain the traffic status of each road segment by communicating with the vehicle-to-everything (V2X) platform, or by using satellite monitoring, sensors and cameras installed within the preset area, and real-time traffic monitoring equipment on user vehicles. The traffic status can include: smooth flow and congested conditions.

[0088] In this embodiment, if the traffic conditions of all waiting routes for each user's vehicle are smooth, the server device does not need to respond, and each user's vehicle can proceed normally according to the multiple waiting routes. If any user's vehicle's multiple waiting routes include a congested route, the earlier the user's vehicle enters the congested route, the earlier it can exit the congested route. Therefore, if there are at least two intermediate paths from the user's current route to the congested route, users who need to hurry and save travel time can choose the intermediate path that leads to the congested route faster, thus entering the congested route earlier and saving travel time. Users who do not care about travel time can choose the intermediate path that leads to the congested route slower, giving way to users who need to hurry, thus satisfying their own needs while providing convenience for users who need to hurry.

[0089] Therefore, the server-side device can respond to any congested traffic condition on any road segment within a preset area, and determine the optimizable area based on the traffic conditions and road network relationships of each road segment within the preset area. The optimizable area includes the first road segment, intermediate road segments, and the last road segment, with multiple intermediate road segments. Within the optimizable area, the last road segment is congested. There are at least two intermediate paths between the first and last road segments. Each intermediate path includes at least one intermediate road segment, and the traffic condition of each intermediate road segment is unobstructed. In this way, for user vehicles on the first road segment, there are at least two intermediate paths that can lead to the congested road segment, allowing users who are not concerned about travel time to choose different routes, thus providing convenience for users in a hurry.

[0090] Step 203: Identify the user vehicle whose real-time location is in the first road segment and whose road segment to be traveled includes the last road segment as the target vehicle.

[0091] In this embodiment, the server device can determine whether the user vehicle is located on the first road segment based on the real-time location of the user vehicle. Furthermore, it can determine whether there is an optimizable tail road segment among the multiple road segments to be traveled by the user vehicle. If the user vehicle is located on the first road segment and the multiple road segments to be traveled by the user vehicle include the tail road segment, then the user vehicle is identified as the tail target vehicle.

[0092] Step 204: Based on the planning mode of each target vehicle, determine the optimized intermediate path for each target vehicle, and based on the optimized intermediate path, control the target vehicle with the planning mode of emergency mode to enter the tail section before the target vehicle with the planning mode of leisure mode.

[0093] As an optional implementation, the planning mode includes an emergency mode and a leisure mode. Furthermore, if step 204, "determine the optimized intermediate path for each target vehicle according to the planning mode of each target vehicle", is further refined, then step 204 will include steps 301 to 302.

[0094] Step 301: Calculate the estimated travel time for each intermediate path.

[0095] In this embodiment, the estimated travel time of each intermediate road segment can be calculated based on factors such as road length, speed limit, and traffic light waiting time. For example, the intermediate road includes a first segment and a second segment connected sequentially. The first segment is 600 meters long with a speed limit of 30 km / h, and the second segment is 900 meters long with a speed limit of 30 km / h. The estimated traffic light waiting time at the intersection between the first and second segments is 10 seconds. Therefore, the estimated travel time of this intermediate road is approximately 190 seconds. Of course, other methods can be used to calculate the estimated travel time of each intermediate road besides the above method; this embodiment does not limit this method.

[0096] Step 302: In response to the fact that there are two intermediate paths and the estimated travel time difference between the two intermediate paths is greater than the preset time difference threshold, the intermediate path with the shorter estimated travel time is determined as the optimized intermediate path for the target vehicle in emergency mode, and the intermediate path with the longer estimated travel time is determined as the optimized intermediate path for the target vehicle in leisure mode.

[0097] In this embodiment, the estimated travel time difference refers to the difference between two estimated travel times. If there are two intermediate paths between the first and last road segments, and the estimated travel time difference between the two intermediate paths is greater than a preset time threshold, in order to allow the target vehicle in emergency mode to enter the last road segment where the traffic is congested earlier, the intermediate path with the shorter estimated travel time is determined as the optimized intermediate path for the target vehicle in emergency mode, and the intermediate path with the longer estimated travel time is determined as the optimized intermediate path for the target vehicle in leisure mode.

[0098] The route optimization method based on user urgency provided in this embodiment calculates the estimated travel time of each intermediate path. Since there are two intermediate paths, and the estimated travel time difference between the two intermediate paths is greater than a preset time difference threshold, the intermediate path with the shorter estimated travel time is determined as the optimized intermediate path for the target vehicle in emergency mode, and the intermediate path with the longer estimated travel time is determined as the optimized intermediate path for the target vehicle in leisure mode. Because the estimated travel time difference between the two intermediate paths is greater than the preset threshold, determining the intermediate path with the shorter estimated travel time as the optimized intermediate path for the target vehicle in emergency mode and the intermediate path with the longer estimated travel time as the optimized intermediate path for the target vehicle in leisure mode allows the target vehicle in emergency mode to enter the last road segment first when traveling on the optimized intermediate paths in both emergency and leisure modes, thereby saving travel time for the target vehicle in emergency mode.

[0099] As an optional implementation, step 204 can be further refined by "controlling the target vehicle with the planning mode of emergency mode to enter the tail section before the target vehicle with the planning mode of leisure mode according to each optimized intermediate path". The refined step 204 includes step 401.

[0100] Step 401: In response to the fact that the target vehicle's corresponding road segment does not include the optimized intermediate path, the optimized intermediate path is sent to the corresponding target vehicle, and the target vehicle in emergency mode is controlled to enter the last road segment before the target vehicle in leisure mode according to the optimized intermediate path.

[0101] In this embodiment, after the server device determines the optimized intermediate path for the target vehicle, if the corresponding road segment to be traveled by the target vehicle does not include the optimized intermediate path, then the intermediate path before optimization is different from the optimized intermediate path. In this case, the server device can communicate with the client device on the target vehicle to send the optimized intermediate path to the client device, allowing the client device to display the optimized intermediate path to the user, who can then choose whether to follow the intermediate path before optimization or the optimized intermediate path. Alternatively, the client can control the target vehicle to follow the optimized intermediate path.

[0102] If the target vehicle's route includes the optimized intermediate path, then the target vehicle's original intermediate path is the same as the optimized intermediate path. In this case, the server device may choose not to respond, or it may send the message that the optimized intermediate path is the same as the original intermediate path to the client device.

[0103] For example, if the first and last road segments of the optimizable area include a first intermediate path and a second intermediate path, the estimated travel time of the first intermediate path is less than the estimated travel time of the second intermediate path, and the estimated travel time difference between the two intermediate paths is greater than a preset threshold.

[0104] The first, second, third, and fourth target vehicles are located on the first road segment. The paths to be traveled by the first and third target vehicles include a first intermediate path, and the paths to be traveled by the second and fourth target vehicles include a second intermediate path. Therefore, the intermediate path before optimization for the first and third target vehicles is the first intermediate path, and the optimized intermediate path for the second and fourth target vehicles is the second intermediate path.

[0105] If the planning modes for the first and second target vehicles are emergency mode, and the planning modes for the third and fourth target vehicles are leisure mode, then the server will determine the first intermediate path (the one with the shorter estimated travel time) as the target vehicle for emergency mode (i.e., the optimized intermediate path between the first and second target vehicles), and the second intermediate path (the one with the longer estimated travel time) as the target vehicle for leisure mode (i.e., the optimized intermediate path between the third and fourth target vehicles).

[0106] At this point, the intermediate path before and after optimization for the first target vehicle is the same; the intermediate path before and after optimization for the second target vehicle is different; the intermediate path before and after optimization for the third target vehicle is different; and the intermediate path before and after optimization for the fourth target vehicle is the same. The server device can send the optimized intermediate path of the second target vehicle to the server device on the second target vehicle, and send the optimized intermediate path of the third target vehicle to the server device on the third target vehicle. This controls the first and second target vehicles to enter the tail section from the first intermediate path, and the third and fourth target vehicles to enter the tail section from the second intermediate path, thus ensuring that the first and second target vehicles in emergency mode enter the tail section before the third and fourth target vehicles in leisure mode.

[0107] The route optimization method based on user urgency provided in this embodiment sends an optimized intermediate path to the target vehicle when the target vehicle's waiting section does not include the optimized intermediate path. Based on the optimized intermediate path, the method controls the target vehicle in emergency mode to enter the final section before the target vehicle in leisure mode. Because the optimized intermediate path is sent to the target vehicle when its waiting section does not include the optimized intermediate path, each target vehicle can be controlled to travel according to the optimized intermediate path, thus ensuring that the target vehicle in emergency mode enters the final section before the target vehicle in leisure mode.

[0108] The path optimization method based on user urgency provided in this embodiment obtains the real-time location, planning mode, and multiple waiting road segments of user vehicles within a preset area; in response to the traffic state of any waiting road segment within the preset area being congested, an optimizable area is determined based on the traffic state and road network relationship of each road segment within the preset area; the optimizable area includes the first road segment, the middle road segment, and the last road segment; the traffic state of the last road segment is congested, and there are at least two intermediate paths between the first road segment and the last road segment; the intermediate paths include at least one intermediate road segment, and the traffic state of each intermediate road segment is unobstructed; user vehicles whose real-time location is in the first road segment and whose waiting road segment includes the last road segment are identified as target vehicles; based on the planning mode of each target vehicle, the optimized intermediate path of each target vehicle is determined, and based on the optimized intermediate path, target vehicles with the planning mode of emergency mode are controlled to enter the last road segment before target vehicles with the planning mode of leisure mode. Since the optimizable area includes the first, middle, and last road segments, and the last road segment is congested, while there are at least two intermediate paths from the first to the last road segment, for a target vehicle whose real-time location is in the first road segment and whose waiting route includes the last road segment, there are at least two intermediate paths from the first to the last road segment. Based on the planning mode of each target vehicle, the optimized intermediate paths for each target vehicle are determined, and target vehicles in emergency mode are controlled to enter the last road segment before those in leisure mode. Therefore, target vehicles in leisure mode can allow target vehicles in emergency mode to enter the last road segment earlier, thus allowing target vehicles in emergency mode to exit the last road segment earlier, saving travel time for target vehicles in emergency mode. This satisfies the travel needs of users with high urgency levels without affecting traffic safety.

[0109] Example 2

[0110] Figure 3 This is a schematic diagram of a road network within a preset area provided in Embodiment 2 of this application; Figure 4 This is another road network diagram within a preset area provided in Embodiment 2 of this application; Figure 5This is another road network diagram within a preset area provided in Embodiment 2 of this application; Figure 6 This is another road network diagram within a preset area provided in Embodiment 2 of this application; Figure 7 This is another road network diagram within a preset area provided in Embodiment 2 of this application. The route optimization method based on user urgency provided in this embodiment, based on Embodiment 1, includes road network relationships including: front road segment identifiers that directly connect each road segment, and further refines step 202, "determine the optimizable area based on the traffic status and road network relationships of each road segment within the preset area", which includes steps 2021 to 2023.

[0111] Step 2021: Identify the road segments that are in a congested state as candidate road segments.

[0112] In this embodiment, a road network within a preset area, such as Figure 3 As shown, the road segments include: first road segment 31, second road segment 32, third road segment 33, fourth road segment 34, fifth road segment 35, sixth road segment 36, first intersection 41, second intersection 42, third intersection 43, fourth intersection 44, and fifth intersection 45. The preceding road segments directly connected to the sixth road segment 36 include the fifth road segment 35, fourth road segment 34, and third road segment 33; the preceding road segments directly connected to the fifth road segment 35, fourth road segment 34, and third road segment 33 are all the second road segment 32; the preceding road segment directly connected to the second road segment 32 is the first road segment 31; the preceding road segments directly connected to the first road segment are not within the preset area.

[0113] In this embodiment, the road segments to be traveled by user vehicles in each preset area that are in a congested state are identified as candidate road segments.

[0114] For example, in such Figure 3 The preset area shown includes a first user vehicle and a second user vehicle. The first user vehicle is located on the first road segment 31, and the multiple road segments to be traveled by the first user vehicle include: the first road segment 31, the second road segment 32, the third road segment 33, and the sixth road segment 36.

[0115] The second user's vehicle is located on the second road segment 32. The multiple road segments that the second user's vehicle is waiting to travel on include: the second road segment 32, the fifth road segment 35, and the sixth road segment 36.

[0116] Traffic conditions in sections 31, 33, and 34 are all smooth, while traffic conditions in sections 32, 35, and 36 are all congested.

[0117] At this point, the server-side equipment identifies the second road segment 32, the fifth road segment 35, and the sixth road segment 36 as candidate road segments.

[0118] Step 2022: Obtain the first preceding road segment, the second preceding road segment, and the third preceding road segment corresponding to each candidate road segment; the first preceding road segment is the preceding road segment directly connected to the candidate road segment, the second preceding road segment is the preceding road segment directly connected to the first preceding road segment, and the third preceding road segment is the preceding road segment directly connected to the second preceding road segment; the first preceding road segment and the candidate road segment intersect at the first intersection.

[0119] In this embodiment, we continue with the example above and Figure 3 The candidate road sections are: Section 2, Section 32; Section 5, Section 35; and Section 6, Section 36.

[0120] The first preceding road segment corresponding to the second road segment 32 is the first road segment 31, and the corresponding second and third preceding road segments are not within the preset area.

[0121] The first preceding road segment corresponding to the fifth road segment 35 is the second road segment 32, the second preceding road segment corresponding to the second preceding road segment is the first road segment 31, and the third preceding road segment corresponding to the third preceding road segment is not within the preset area.

[0122] The first preceding road segment corresponding to the sixth road segment 36 includes the third road segment 33, the fourth road segment 34 and the fifth road segment 35. The corresponding second preceding road segment is the second road segment 32 and the corresponding third preceding road segment is the first road segment 31.

[0123] Step 2023: In response to the candidate road segment having at least two traffic states that are in a smooth state, and having a first preceding road segment that intersects at the first intersection and the second intersection, the second preceding road segment connected to the second intersection is determined as the first road segment, the at least two first preceding road segments that are in a smooth state and intersect at the first and second intersections are determined as intermediate paths, and the candidate road segment is determined as the last road segment.

[0124] In this embodiment, we continue with the example above and Figure 3 To clarify, for the second road segment 32, the first preceding road segment corresponding to the second road segment 32 is the first road segment 31. Therefore, the second road segment 32 does not meet the condition of the tail road segment in the optimizable area.

[0125] For the fifth segment 35, the first preceding segment corresponding to the fifth segment 35 is the second segment 32. Therefore, the fifth segment 35 does not meet the condition of the last segment in the optimizable area.

[0126] For the sixth road segment 36, there are three preceding road segments: the third road segment 33, the fourth road segment 34, and the fifth road segment 35. The second preceding road segment is the second road segment 32, and the third preceding road segment is the first road segment 31. The third road segments 33, 44, 55, and 66 intersect at the first intersection, intersection 44, and also at the second intersection, intersection 43. The traffic status of the third road segments 33 and 44 is smooth. Therefore, the sixth road segment 36 corresponds to two preceding road segments with smooth traffic status, and in addition to intersecting at intersection 44, it also intersects at intersection 43, namely the third road segment 33 and the fourth road segment 34. The sixth road segment 36 meets the condition of being the last road segment in the optimizable area. The second preceding road segment 32 of the sixth road segment 36, which connects to the second intersection, is determined as the first road segment in the optimizable area. The third road segment 33 and the fourth road segment 34 are determined as intermediate paths, and the sixth road segment 36 is determined as the last road segment.

[0127] The route optimization method based on user urgency provided in this embodiment utilizes road network relationships, including: identifying preceding road segments directly connected to each other; identifying road segments in a congested state as candidate road segments; obtaining the first, second, and third preceding road segments corresponding to each candidate road segment; the first preceding road segment is a preceding road segment directly connected to a candidate road segment; the second preceding road segment is a preceding road segment directly connected to the first preceding road segment; and the third preceding road segment is a preceding road segment directly connected to the second preceding road segment. The preceding road segment is connected; the first preceding road segment intersects with the candidate road segment at the first intersection; in response to the candidate road segment corresponding to at least two traffic states that are unobstructed, and which, in addition to intersecting at the first intersection, also intersect at the second intersection, the second preceding road segment connected to the second intersection is determined as the first road segment, the at least two first preceding road segments with unobstructed traffic states that intersect at the first and second intersections are determined as intermediate paths, and the candidate road segment is determined as the last road segment. Since the candidate road segment corresponds to at least two first preceding road segments with unobstructed traffic states that, in addition to intersecting at the first intersection, also intersect at the second intersection, there are at least two intermediate paths from the second preceding road segment of the candidate path that can lead to the candidate path. Therefore, the optimizable area can be accurately determined, and the order in which each user's vehicle enters the candidate road segment can be controlled, thereby meeting the travel needs of users whose planning mode is emergency mode.

[0128] As an optional implementation, based on Embodiment 2, after step 2022 "obtaining the first preceding road segment, the second preceding road segment and the third preceding road segment corresponding to each candidate road segment", step 2024 is also included.

[0129] Step 2024: In response to the candidate road segment corresponding to at least two first preceding road segments with smooth traffic, and the second preceding road segment directly connected to the first preceding road segment with smooth traffic is in smooth traffic and converges at the third intersection, the third preceding road segment connected to the third intersection is determined as the first road segment, the first preceding road segment with smooth traffic and the second preceding road segment directly connected to the first preceding road segment with smooth traffic are determined as the intermediate path, and the candidate road segment is determined as the tail road segment.

[0130] In this embodiment, another type of road network within the preset area is as follows: Figure 4 As shown, it includes: Section 7 (51), Section 8 (52), Section 9 (53), Section 10 (54), Section 11 (55), Section 12 (56), Intersection 6 (61), Intersection 7 (62), Intersection 8 (63), Intersection 9 (64), Intersection 10 (65), and Intersection 11 (66).

[0131] The preceding road segment directly connected to the eighth road segment 52 is the seventh road segment 51; the preceding road segment directly connected to the ninth road segment 53 is the seventh road segment 51; the preceding road segment directly connected to the tenth road segment 54 is the eighth road segment 52; the preceding road segment directly connected to the eleventh road segment 55 is the ninth road segment 53; and the preceding road segments directly connected to the twelfth road segment 56 are the eleventh road segment 55 and the tenth road segment 54.

[0132] For example, if the traffic status of road segments 7 (51), 8 (52), 9 (53), 10 (54), and 11 (55) is free-flowing, and the traffic status of road segment 12 (56) is congested, then road segment 12 (56) is included as a candidate road segment. The first preceding road segment corresponding to road segment 12 (56) is road segment 11 (55) and road segment 10 (54), the second preceding road segment corresponding to road segment 12 (56) is road segment 9 (53) and road segment 8 (52), and the third preceding road segment corresponding to road segment 12 (56) is road segment 7 (51).

[0133] Section 12, 56, corresponds to two first preceding road sections, Section 11, 55, and Section 10, 54, which are in a free-flowing state. Furthermore, Section 11, 55, and Section 10, 54 directly connect to the second preceding road sections, Section 9, 53, and Section 8, 52, which are in a free-flowing state. Section 9, 53, and Section 8, 52 intersect at the third intersection, Intersection 7, 62. Therefore, Section 7, 51, the third preceding road section connected to Intersection 7, 62, is designated as the first road section. The first preceding road sections, Section 11, 55, and Section 10, 54, and the second preceding road sections, Section 9, 53, and Section 8, 52, which are in a free-flowing state, are designated as intermediate paths. Here, intermediate paths include a first intermediate path and a second intermediate path. The first intermediate path includes Section 8, 52, and Section 10, 54. The second intermediate path includes Section 9, 53, and Section 11, 55.

[0134] For example, another road network within the preset area, such as Figure 5 As shown, the road segment includes: first road segment 31, second road segment 32, third road segment 33, first intersection 41, second intersection 42, third intersection 43, and fourth intersection 44. First road segment 31 has no directly connected preceding road segment. Second road segment 32 is directly connected to first road segment 31, and third road segment 33 is directly connected to second road segment 32. Therefore, the first preceding road segment corresponding to second road segment 32 and third road segment 33 is first road segment 31.

[0135] If the traffic condition of the second road segment 32 is congested, and the traffic conditions of the first road segment 31 and the third road segment 33 are uncongested, then since the second road segment 32 only has one corresponding first preceding road segment 31, the second road segment 32 does not meet the conditions for the tail segment of the optimizable area. The area composed of the first road segment 31, the second road segment 32, the third road segment 33, the first intersection 41, the second intersection 42, the third intersection 43, and the fourth intersection 44 does not meet the conditions for the optimizable area and is not an optimizable area.

[0136] For example, another road network within the preset area, such as Figure 6 As shown, the road segments include: first road segment 31, second road segment 32, third road segment 33, fourth road segment 34, fifth road segment 35, first intersection 41, second intersection 42, third intersection 43, fourth intersection 44, fifth intersection 45, and sixth intersection 46. The preceding road segments directly connected to fifth road segment 35 include fourth road segment 34 and second road segment 32. The preceding road segment directly connected to fourth road segment 34 is third road segment 33, and the preceding road segment directly connected to second road segment 32 is first road segment 31. Third road segment 33 and first road segment 31 do not have any directly connected preceding road segments.

[0137] The first preceding road segments corresponding to the fifth road segment 35 are the second road segment 32 and the fourth road segment 34, and the second preceding road segments corresponding to the fifth road segment 35 are the first road segment 31 and the third road segment 33.

[0138] If the traffic condition of the fifth road segment 35 is congested, the traffic condition of the fourth road segment 34, the third road segment 33, the second road segment 32, and the first road segment 31 is uncongested. At this point, although there are two corresponding first preceding road segments with smooth traffic status in the second road segment 32, namely the fourth road segment 34 and the third road segment 33, the fourth road segment 34 and the third road segment 33 do not intersect except at the third intersection 43. Furthermore, the second preceding road segment corresponding to the fifth road segment 35, which is directly connected to the fourth road segment 34 and the third road segment 33, namely the third road segment 33 and the first road segment 31, do not intersect. Therefore, the fifth road segment 35 does not meet the conditions of the tail road segment in the optimizable area. The area composed of the first road segment 31, the second road segment 32, the third road segment 33, the fourth road segment 34, the fifth road segment 35, the first intersection 41, the second intersection 42, the third intersection 43, the fourth intersection 44, the fifth intersection 45, and the sixth intersection 46 does not meet the conditions of the optimizable area and is not an optimizable area.

[0139] The path optimization method based on user urgency provided in this embodiment responds to at least two first preceding road segments with smooth traffic conditions corresponding to candidate road segments. Furthermore, if the first preceding road segment with smooth traffic conditions directly connects to a second preceding road segment with smooth traffic conditions and they converge at a third intersection, the third preceding road segment connected to the third intersection is determined as the first road segment. The first preceding road segment with smooth traffic conditions and the second preceding road segment directly connected to it are designated as intermediate paths, and the candidate road segment is determined as the last road segment. Since the candidate road segment corresponds to at least two first preceding road segments with smooth traffic conditions, there are at least two paths leading to the candidate road segment. By determining the third preceding road segment connected to the third intersection as the first road segment and the first preceding road segment with smooth traffic conditions and the second preceding road segment directly connected to it as an intermediate path, the scope of the optimizable area can be directly determined.

[0140] As an optional implementation, the proportion of traffic flow from the third road segment connected to the third intersection into the candidate road segment is greater than a preset proportion threshold.

[0141] In this embodiment, another type of road network within the preset area is as follows: Figure 7As shown, it includes: Section 7 (51), Section 8 (52), Section 9 (53), Section 10 (54), Section 11 (55), Section 12 (56), Section 13 (57), Intersection 6 (61), Intersection 7 (62), Intersection 8 (63), Intersection 9 (64), Intersection 10 (65), Intersection 11 (66), and Intersection 12 (67).

[0142] The preceding road section directly connected to the eighth road section 52 is the seventh road section 51; the preceding road section directly connected to the ninth road section 53 is the seventh road section 51; the preceding road section directly connected to the tenth road section 54 is the eighth road section 52; the preceding road sections directly connected to the eleventh road section 55 are the ninth road section 53 and the thirteenth road section 57; and the preceding road sections directly connected to the twelfth road section 56 are the eleventh road section 55 and the tenth road section 54.

[0143] Continuing with the example above, the traffic conditions of road segments 51 (seventh), 52 (eighth), 53 (ninth), 54 (tenth), 55 (eleventh), and 57 (thirteenth) are smooth, while the traffic condition of road segment 56 is congested. Therefore, road segment 56 is a candidate road segment.

[0144] The first preceding road segment corresponding to the 12th segment 56 is the 11th segment 55 and the 10th segment 54. The second preceding road segment corresponding to the 12th segment 56 is the 9th segment 53, the 8th segment 52 and the 13th segment 57. The third preceding road segment corresponding to the 12th segment 56 is the 7th segment 51.

[0145] Section 12, 56, corresponds to two first-preceding road sections, Section 11, 55, and Section 10, 54, which are in a smooth traffic condition. Furthermore, Section 11, 55, and Section 10, 54 directly connect to the second-preceding road sections, Section 9, 53, and Section 8, 52, which are in a smooth traffic condition. Section 9, 53, and Section 8, 52 intersect at the third intersection, Intersection 7, 62.

[0146] At this point, the traffic flow in segment 56 originates from segments 57 (13th Road) and 51 (7th Road). If the proportion of traffic flowing into the candidate segment from segment 51 (7th Road), which connects to the third intersection, is greater than a preset threshold, then segment 51 can be designated as the first segment. Conversely, if the proportion of traffic flowing from segment 51 into segment 56 is less than or equal to the preset threshold, then segment 51 will not be designated as the first segment. This is because vehicles on segment 56 flow in from two directions. If segment 55 is designated as the intermediate segment, and users on segment 51 are navigated to segment 55, users on segment 57 will also enter segment 55, potentially significantly impacting the traffic conditions on segment 55 or affecting the time it takes for users on segment 57 to enter segment 56.

[0147] The route optimization method based on user urgency provided in this embodiment makes the determined optimizable area more reasonable because the proportion of traffic flow into the candidate road segment from the third road segment connected to the third intersection is greater than a preset proportion threshold. Thus, the method of this application can save the travel time of users' vehicles in emergency mode without affecting the travel time of users' vehicles in other modes.

[0148] Example 3

[0149] Figure 8 This is a flowchart illustrating the path optimization method based on user urgency provided in Embodiment 3 of this application. Figure 8 As shown, the path optimization method based on user urgency provided in this embodiment, based on any of the above embodiments, further includes steps 501 to 503 after step 301 "calculate the estimated travel time of each intermediate path".

[0150] Step 501: In response to the fact that there are more than two intermediate paths and the estimated travel time difference between the intermediate path with the shortest estimated travel time and the intermediate path with the longest estimated travel time is greater than a preset time difference threshold, at least one intermediate path with a shorter estimated travel time is identified as an emergency path and at least one intermediate path with a longer estimated travel time is identified as a leisure path.

[0151] In this embodiment, there are more than two intermediate paths, and among these multiple intermediate paths, there exists a shortest intermediate path with the shortest estimated travel time and a longest intermediate path with the longest estimated travel time. The estimated travel time difference between the shortest and longest intermediate paths is greater than a preset time difference threshold. To ensure traffic efficiency, based on the number of target vehicles in emergency mode and leisure mode on the first road segment, at least one intermediate path with a shorter estimated travel time can be designated as an emergency path, and at least one intermediate path with a longer estimated travel time can be designated as a leisure path.

[0152] For example, on the first road segment of the optimizable area, the number of target vehicles is N, and the number of target vehicles in the planning mode is emergency mode. F The target number of vehicles in the leisure mode is N. U .

[0153] If N is less than the first preset quantity threshold and N U -N F >N TH Therefore, the shortest intermediate path can be designated as the emergency path, and the intermediate path with the second shortest estimated travel time can be designated as the leisure path.

[0154] The first preset threshold can be the number of vehicles that can pass through between the first road segment and each intermediate path within one traffic light cycle. If there are no traffic lights between the first road segment and each intermediate path, the first preset threshold can be a fixed number and can be adjusted according to the real-time road segment, for example, a positive integer less than 50. N TH The second preset quantity threshold is used to determine the quantity difference between the target vehicles in emergency mode and the user vehicles in leisure mode. TH It can be set according to road conditions or a first preset quantity threshold.

[0155] If N is less than the first preset quantity threshold and N U -N F ≤N TH Taking a scenario with three intermediate paths as an example, the shortest intermediate path and the intermediate path with the second shortest estimated travel time can be identified as emergency paths, while the longest intermediate path can be identified as a leisure path.

[0156] In addition to the methods described above, other methods can also be used to determine emergency and leisure routes in this embodiment, and this embodiment does not limit these methods.

[0157] Step 502: Determine any emergency path as the optimized intermediate path of the target vehicle in emergency mode.

[0158] Step 503: Determine any leisure path as the optimized intermediate path of the target vehicle in leisure mode.

[0159] In this embodiment, the estimated travel time of the emergency path is shorter than that of the leisure path. Therefore, to prioritize ensuring that vehicles in the emergency mode enter the final road segment before vehicles in the leisure mode, the optimized intermediate path for vehicles in the emergency mode can be determined as any emergency path; and the optimized intermediate path for vehicles in the leisure mode can be determined as any leisure path. For example, based on the urgency level of the vehicles in each emergency mode, the optimized intermediate path for vehicles with higher urgency levels can be determined as the emergency path with a shorter estimated travel time. Similarly, based on the leisure level of the vehicles in each leisure mode, the optimized intermediate path for vehicles with lower leisure levels can be determined as the leisure path with a shorter estimated travel time.

[0160] The route optimization method based on user urgency provided in this embodiment, in response to situations where there are more than two intermediate paths and the estimated travel time difference between the intermediate path with the shortest estimated travel time and the intermediate path with the longest estimated travel time is greater than a preset time difference threshold, identifies at least one intermediate path with a shorter estimated travel time as an emergency path and at least one intermediate path with a longer estimated travel time as a leisure path. The optimized intermediate path for target vehicles in emergency mode is then identified as any emergency path; the optimized intermediate path for target vehicles in leisure mode is identified as any leisure path. Since at least one emergency path and one intermediate path are identified when there are more than two intermediate paths, and the optimized intermediate path for target vehicles in emergency mode is identified as any emergency path, and the optimized intermediate path for target vehicles in leisure mode is identified as any leisure path, this method can prioritize ensuring that target vehicles in emergency mode enter the final road segment before target vehicles in leisure mode, while maximizing the travel efficiency of each target vehicle on the intermediate paths and reducing traffic congestion.

[0161] As an optional implementation, based on any of the above embodiments, after step 301 "calculate the estimated travel time of each intermediate path", steps 601 to 605 are also included.

[0162] Step 601: In response to the fact that the estimated travel time difference between each intermediate path is less than the preset time difference threshold, at least one intermediate path is identified as an emergency path and at least one intermediate path is identified as a leisure path.

[0163] In this embodiment, if the estimated travel time difference between each intermediate path is less than a preset time difference threshold, it indicates that the estimated travel time of each intermediate path is approximately the same. As mentioned above, based on the number of target vehicles in emergency mode and leisure mode on the first road segment, at least one intermediate path can be designated as an emergency path, and at least one intermediate path can be designated as a leisure path; this will not be elaborated upon here. Of course, other methods can also be used to designate at least one intermediate path as an emergency path and at least one intermediate path as a leisure path; this embodiment does not limit this approach.

[0164] Step 602: Determine the leisure route as the optimized intermediate route for the first type of vehicles. The first type of vehicles are target vehicles whose real-time location is within the first preset range on the first road segment.

[0165] In this embodiment, in order to better plan roads and reduce congestion, any leisure route, or the leisure route with the shortest expected travel time, can be determined as the optimized intermediate route for the first type of vehicles.

[0166] Step 603 determines the emergency path as the optimized intermediate path for the second type of vehicle. The second type of vehicle is the target vehicle in emergency mode whose real-time location is located within the second preset range on the first road segment.

[0167] In this embodiment, any emergency route, or the emergency route with the shortest expected travel time, can be determined as the optimized intermediate route for the second type of vehicle.

[0168] Step 604: Determine the leisure route as the optimized intermediate route for the third type of vehicle. The third type of vehicle is the target vehicle in leisure mode whose real-time location is located within the second preset range on the first road segment.

[0169] In this embodiment, any leisure route, or the leisure route with the shortest expected travel time, can be determined as the optimized intermediate route for the third type of vehicle.

[0170] Step 605: The emergency path is determined as the optimized intermediate path for the fourth type of vehicle. The fourth type of vehicle is the target vehicle in leisure mode whose real-time location is within the third preset range on the first road segment. The distances from the first preset range, the second preset range, and the third preset range to the intermediate road segment increase sequentially.

[0171] In this embodiment, to better plan roads and reduce congestion, any emergency route, or the emergency route with the shortest estimated travel time, can be designated as the optimized intermediate route for the fourth type of vehicle. The distances from the first, second, and third preset ranges to the intermediate road segment, or the final road segment, increase sequentially. Furthermore, there is no overlap between the first, second, and third preset ranges. The first, second, and third preset ranges completely cover the initial road segment.

[0172] The path optimization method based on user urgency provided in this embodiment determines at least one intermediate path as an emergency path and at least one intermediate path as a leisure path in response to the fact that the expected travel time difference between each intermediate path is less than a preset time difference threshold.

[0173] The leisure route is defined as the optimized intermediate route for the first type of vehicles, which are target vehicles whose real-time location is located within the first preset range on the first road segment.

[0174] The emergency path is determined as the optimized intermediate path for the second type of vehicle. The second type of vehicle is the target vehicle in emergency mode whose real-time location is located within the second preset range on the first road segment.

[0175] The leisure route is determined as the optimized intermediate route for the third type of vehicle. The third type of vehicle is the target vehicle in leisure mode whose real-time location is located within the second preset range on the first road segment.

[0176] The emergency path is defined as the optimized intermediate path for Category 4 vehicles, which are target vehicles in recreational mode whose real-time location is within the third preset range on the first road segment. The distances from the first, second, and third preset ranges to the intermediate road segment increase sequentially. Since the optimized intermediate path for target vehicles within the first preset range is defined as the recreational path, and the optimized intermediate path for target vehicles within the third preset range is defined as the emergency path, road traffic efficiency can be maximized while ensuring that target vehicles in emergency mode have priority access to congested road segments.

[0177] As an optional implementation, emergency mode users drive normally, while leisure mode users assume the last road segment is L in length. F The speed is V F The first casual mode user arrives at time T. F For emergency mode users, the last road segment is L in length. U The speed is V U The arrival time of the last user is T. U If T U In T F Previously, no changes were made; if T U In T F After that, the user speed in casual mode can be reduced to L. F / (((T U -T F )+L F / V F This ensures that vehicles using emergency mode can enter and exit the final road segment more quickly. The final road segment refers to the section of the optimized intermediate path that directly connects to the final road segment; in other words, it is the first preceding segment of the final road segment.

[0178] Optionally, based on any of the above embodiments, the path optimization method based on user urgency provided in this application further includes repeating steps 201 to 204 until the traffic status of each road segment to be traveled in the preset area is smooth, or until there is no optimizable area.

[0179] Example 4

[0180] Figure 9 This is a flowchart illustrating the path optimization method based on user urgency provided in Embodiment 4 of this application. Figure 9 As shown, the path optimization method based on user urgency provided in this embodiment, based on any of the above embodiments, further includes steps 701 to 703 after step 204.

[0181] Step 701: In response to each target vehicle entering the tail section according to the optimized intermediate path, obtain the first average travel time of the target vehicle in emergency mode on the optimized intermediate path, and the second average travel time of the target vehicle in leisure mode on the optimized intermediate path.

[0182] In this embodiment, the first average travel time and the second average travel time can be calculated based on the time it takes for each target vehicle to travel from the first road segment to the last road segment.

[0183] Step 702: Calculate the original travel time of each target vehicle on the intermediate path based on the number of target vehicles in emergency mode, the first average travel time, the number of target vehicles in leisure mode, and the second average travel time.

[0184] In this embodiment, if the number of target vehicles in emergency mode is N Urgen The first average travel time is T Urgen N, the target vehicle in leisure mode Free The second average travel time is T. Free The original travel time T of each target vehicle on the intermediate path can then be calculated using the following formula. Average :

[0185] T Average =(N Free ×T Free +N Urgen ×T Urgen ) / N 总 .

[0186] Step 703: Based on the original driving time, the first average driving time, and the second average driving time, reduce the planning points of the target vehicle user in emergency mode and increase the planning points of the target vehicle user in leisure mode; the total reduction in planning points for the target vehicle user in emergency mode is equal to the total increase in planning points for the target vehicle user in leisure mode.

[0187] In this embodiment, users can only switch the driving mode from leisure mode to emergency mode when they have planning points.

[0188] In this embodiment, for ease of description, the users of the target vehicle in leisure mode are referred to as leisure users, and the users of the target vehicle in emergency mode are referred to as emergency users. The planning points added to each leisure user can be T. Free -T Average The reduction in planning points for each emergency user can be (N) Free ×(T Free -T Urgen )) / N Urgen .

[0189] The path optimization method based on user urgency provided in this embodiment obtains the first average travel time of target vehicles in emergency mode and the second average travel time of target vehicles in leisure mode on the optimized intermediate path by responding to each target vehicle entering the tail section according to the optimized intermediate path. Based on the number of target vehicles in emergency mode, the first average travel time, the number of target vehicles in leisure mode, and the second average travel time, the original travel time of each target vehicle on the intermediate path is calculated. Based on the original travel time, the first average travel time, and the second average travel time, the planning points of users of target vehicles in emergency mode are reduced, and the planning points of users of target vehicles in leisure mode are increased. The total reduction in planning points for users of target vehicles in emergency mode is equal to the total increase in planning points for users of target vehicles in leisure mode. Because each target vehicle enters the tail section via the optimized intermediate path, the planning points for users of target vehicles in emergency mode are reduced, while the planning points for users of target vehicles in leisure mode are increased. Therefore, users are guided to use emergency mode when they need to travel and leisure mode when they are not in a hurry. This ensures that users' own interests are protected while also taking into account the public interest. At the same time, the total planning points reduced for users of target vehicles in emergency mode are equal to the total planning points increased for users of target vehicles in leisure mode, which ensures the balance of users' planning points within the preset area. Users can choose emergency mode to consume points and obtain a shorter travel time, or they can choose leisure mode, which takes a slightly longer time but allows them to obtain points. This meets the travel needs of users in different scenarios and at different times, ensuring a good user experience.

[0190] Example 5

[0191] Figure 10 This is a schematic diagram of the structure of a path optimization device based on user urgency provided in Embodiment 5 of this application. As shown in Figure 1, the path optimization device 1000 based on user urgency provided in this embodiment includes: an acquisition module 1001, a first determination module 1002, a second determination module 1003, and an optimization module 1004.

[0192] The acquisition module 1001 is used to acquire the real-time location, planning mode, and multiple road segments to be traveled of user vehicles within a preset area.

[0193] The first determining module 1002 is used to respond to the traffic status of any road segment to be driven within a preset area being congested, and to determine an optimizable area based on the traffic status and road network relationship of each road segment within the preset area; the optimizable area includes the first road segment, the middle road segment, and the last road segment; the traffic status of the last road segment is congested, and there are at least two intermediate paths between the first road segment and the last road segment; the intermediate path includes at least one intermediate road segment, and the traffic status of each intermediate road segment is unobstructed;

[0194] The second determining module 1003 is used to determine the user vehicle whose real-time location is in the first road segment and whose road segment to be traveled includes the last road segment as the target vehicle.

[0195] The optimization module 1004 is used to determine the optimized intermediate path of each target vehicle according to the planning mode of each target vehicle, and to control the target vehicles with the planning mode of emergency mode to enter the tail section before the target vehicles with the planning mode of leisure mode according to the optimized intermediate path.

[0196] As an optional implementation, the road network relationship includes: front-end road segment identifiers for direct connections between each road segment; the first determining module 1002 is specifically used for:

[0197] The road segments that are congested and waiting to be traveled are identified as candidate road segments;

[0198] Obtain the first preceding road segment, the second preceding road segment, and the third preceding road segment corresponding to each candidate road segment; the first preceding road segment is the preceding road segment directly connected to the candidate road segment, the second preceding road segment is the preceding road segment directly connected to the first preceding road segment, and the third preceding road segment is the preceding road segment directly connected to the second preceding road segment; the first preceding road segment and the candidate road segment intersect at the first intersection.

[0199] In response to the candidate road segment having at least two traffic states that are unobstructed and, in addition to converging at the first intersection, also converging at the second intersection, the first preceding road segment connected to the second intersection is determined as the first road segment, the at least two first preceding road segments that are unobstructed and converge at the first and second intersections are determined as intermediate paths, and the candidate road segment is determined as the last road segment.

[0200] As an optional implementation, the first determining module 1002 is further configured to, in response to the candidate road segment corresponding to at least two first preceding road segments with smooth traffic conditions, and the second preceding road segment directly connected to the first preceding road segment with smooth traffic conditions having smooth traffic conditions and converging at a third intersection, determine the third preceding road segment connected to the third intersection as the first road segment, determine the first preceding road segment with smooth traffic conditions and the second preceding road segment directly connected to the first preceding road segment with smooth traffic conditions as the intermediate path, and determine the candidate road segment as the tail road segment.

[0201] As an optional implementation, the proportion of traffic flow from the third road segment connected to the third intersection into the candidate road segment is greater than a preset proportion threshold.

[0202] As an optional implementation, the optimization module 1004 is specifically used for:

[0203] If the target vehicle's corresponding road segment does not include the optimized intermediate path, the optimized intermediate path is sent to the corresponding target vehicle. Based on the optimized intermediate path, the target vehicle in emergency mode is controlled to enter the last road segment before the target vehicle in leisure mode.

[0204] As an optional implementation, the planning modes include an emergency mode and a leisure mode, and the optimization module 1004 is specifically used for:

[0205] Calculate the estimated travel time for each intermediate path;

[0206] In response to the fact that there are two intermediate paths and the estimated travel time difference between the two intermediate paths is greater than a preset time difference threshold, the intermediate path with the shorter estimated travel time is determined as the optimized intermediate path for the target vehicle in emergency mode, and the intermediate path with the longer estimated travel time is determined as the optimized intermediate path for the target vehicle in leisure mode.

[0207] As an optional implementation, the optimization module 1004 is further used for:

[0208] If there are more than two intermediate paths, and the estimated travel time difference between the intermediate path with the shortest estimated travel time and the intermediate path with the longest estimated travel time is greater than a preset time difference threshold, at least one intermediate path with a shorter estimated travel time will be identified as an emergency path, and at least one intermediate path with a longer estimated travel time will be identified as a leisure path.

[0209] The optimized intermediate path of the target vehicle in emergency mode is determined as any emergency path.

[0210] The optimized intermediate path of the target vehicle in leisure mode is determined as any leisure path.

[0211] As an optional implementation, the optimization module 1004 is further used for:

[0212] In response to the fact that the estimated travel time difference between each intermediate path is less than the preset time difference threshold, at least one intermediate path is identified as an emergency path and at least one intermediate path is identified as a leisure path.

[0213] The leisure route is defined as the optimized intermediate route for the first type of vehicles, which are target vehicles whose real-time location is located within the first preset range on the first road segment.

[0214] The emergency path is determined as the optimized intermediate path for the second type of vehicle. The second type of vehicle is the target vehicle in emergency mode whose real-time location is located within the second preset range on the first road segment.

[0215] The leisure route is determined as the optimized intermediate route for the third type of vehicle. The third type of vehicle is the target vehicle in leisure mode whose real-time location is located within the second preset range on the first road segment.

[0216] The emergency path is determined as the optimized intermediate path for the fourth type of vehicle. The fourth type of vehicle is the target vehicle in leisure mode whose real-time location is within the third preset range on the first road segment. The distances from the first, second, and third preset ranges to the intermediate road segment increase sequentially.

[0217] As an optional implementation, the route optimization device 1000 based on user urgency also includes an addition / reduction module, which is used to: in response to each target vehicle entering the tail section according to the optimized intermediate path, obtain the first average travel time of the target vehicle in emergency mode on the optimized intermediate path, and the second average travel time of the target vehicle in leisure mode on the optimized intermediate path.

[0218] Based on the number of target vehicles in emergency mode, the first average travel time, the number of target vehicles in leisure mode, and the second average travel time, calculate the original travel time of each target vehicle on the intermediate path.

[0219] Based on the original driving time, the first average driving time, and the second average driving time, the planning points for users of target vehicles in emergency mode are reduced, while the planning points for users of target vehicles in leisure mode are increased; the total planning points reduced for users of target vehicles in emergency mode are equal to the total planning points increased for users of target vehicles in leisure mode.

[0220] The path optimization device based on user urgency provided in this embodiment can execute the path optimization method based on user urgency provided in any of the above embodiments. The specific implementation and principle are similar, and will not be described again here.

[0221] Example 6

[0222] Figure 11 This is a structural diagram of the server device provided according to Embodiment Six of this application. Figure 8 As shown, the server device 1100 provided in this embodiment includes: a processor 1102 and a memory 1101 communicatively connected to the processor 1102.

[0223] Memory 1101 stores computer-executed instructions.

[0224] The processor 1102 executes the computer execution instructions stored in the memory 1101 to implement the user-priority-based path optimization method provided in any of the above embodiments. The specific implementation method and principle are similar and will not be described again here.

[0225] Optionally, the server device 1100 may also include a transceiver for sending and receiving data.

[0226] The communication connection between memory 1101 and processor 1102 can be achieved through circuit interconnection via a bus. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 11 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0227] The memory 1101 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk, etc.

[0228] In an exemplary embodiment, the server device 1100 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the methods described above.

[0229] The memory can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk, etc.

[0230] The server device 1100 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the methods described above.

[0231] Embodiments of this application also provide a computer-readable storage medium storing computer-executable instructions. When executed by a processor, these instructions are used to implement the user-priority-based path optimization method provided in any of the above embodiments. Exemplarily, the computer-readable storage medium may be a read-only memory (ROM), random access memory (RAM), magnetic tape, floppy disk, or optical data storage device, etc.

[0232] It should be understood that the above-described device embodiments are merely illustrative, and the device of this application can also be implemented in other ways. For example, the module division in the above embodiments is only a logical functional division, and there may be other division methods in actual implementation. For example, multiple modules can be combined, or integrated into another system, or some features can be ignored or not executed.

[0233] Furthermore, unless otherwise specified, the functional modules in the various embodiments of this application can be integrated into one module, or each module can exist physically separately, or two or more modules can be integrated together. The integrated modules described above can be implemented in hardware or as software program modules.

[0234] It should be noted that, for the sake of simplicity, the foregoing method embodiments are all described as a series of actions. However, those skilled in the art should understand that this application is not limited to the described order of actions, as some steps may be performed in other orders or simultaneously according to this application. Furthermore, those skilled in the art should also understand that the embodiments described in the specification are all optional embodiments, and the actions and modules involved are not necessarily essential to this application.

[0235] It should be further noted that although the steps in the flowchart are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowchart may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps.

[0236] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0237] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A path optimization method based on user urgency, characterized in that, Applied to server-side devices, including: Obtain the real-time location, planning mode, and multiple road segments to be traveled for user vehicles within a preset area; In response to the traffic condition of any road segment to be traveled within a preset area being congested, an optimizable area is determined based on the traffic condition and road network relationship of each road segment within the preset area. The optimizable area includes the first road segment, the middle road segment, and the last road segment. The traffic condition of the last road segment is congested, and there are at least two intermediate paths between the first road segment and the last road segment. The intermediate paths include at least one intermediate road segment, and the traffic condition of each intermediate road segment is unobstructed. The user vehicle whose real-time location is located in the first road segment and whose road segment to be traveled includes the last road segment is identified as the target vehicle; Based on the planning mode of each target vehicle, the optimized intermediate path of each target vehicle is determined, and based on the optimized intermediate path, the target vehicle with the planning mode of emergency mode is controlled to enter the tail section before the target vehicle with the planning mode of leisure mode. The road network relationship includes: the identification of the preceding road segments that directly connect each road segment; The step of determining the optimizable area based on the traffic conditions and road network relationships of each road segment within the preset area includes: The road segments that are congested and waiting to be traveled are identified as candidate road segments; Obtain the first preceding road segment, the second preceding road segment, and the third preceding road segment corresponding to each candidate road segment; the first preceding road segment is the preceding road segment directly connected to the candidate road segment, the second preceding road segment is the preceding road segment directly connected to the first preceding road segment, and the third preceding road segment is the preceding road segment directly connected to the second preceding road segment; the first preceding road segment and the candidate road segment intersect at the first intersection. In response to the candidate road segment having at least two traffic states that are unobstructed and, in addition to converging at the first intersection, also converging at the second intersection, the first preceding road segment connected to the second intersection is determined as the first road segment, the at least two first preceding road segments that are unobstructed and converge at the first and second intersections are determined as intermediate paths, and the candidate road segment is determined as the last road segment.

2. The method according to claim 1, characterized in that, After obtaining the first preceding road segment, the second preceding road segment, and the third preceding road segment corresponding to each candidate road segment, the process further includes: In response to a candidate road segment corresponding to at least two first preceding road segments with unobstructed traffic conditions, and a second preceding road segment directly connected to the first preceding road segment with unobstructed traffic conditions that converges at a third intersection, the third preceding road segment connected to the third intersection is determined as the first road segment, the first preceding road segment with unobstructed traffic conditions and the second preceding road segment directly connected to the first preceding road segment with unobstructed traffic conditions are determined as intermediate paths, and the candidate road segment is determined as the tail road segment.

3. The method according to claim 2, characterized in that, The proportion of traffic flow into the candidate road segment from the third road segment connected to the third intersection is greater than the preset proportion threshold.

4. The method according to claim 1, characterized in that, The step of controlling target vehicles in emergency mode to enter the tail section before target vehicles in leisure mode, based on the optimized intermediate paths, includes: If the target vehicle's corresponding travel segment does not include the optimized intermediate path, the optimized intermediate path is sent to the corresponding target vehicle. Based on the optimized intermediate path, the target vehicle in emergency mode is controlled to enter the tail segment before the target vehicle in leisure mode.

5. The method according to claim 1, characterized in that, The planning modes include emergency mode and leisure mode; determining the optimized intermediate path for each target vehicle based on its planning mode includes: Calculate the estimated travel time for each intermediate path; In response to the fact that there are two intermediate paths and the estimated travel time difference between the two intermediate paths is greater than a preset time difference threshold, the intermediate path with the shorter estimated travel time is determined as the optimized intermediate path for the target vehicle in emergency mode, and the intermediate path with the longer estimated travel time is determined as the optimized intermediate path for the target vehicle in leisure mode.

6. The method according to claim 5, characterized in that, After calculating the estimated travel time for each intermediate path, the method further includes: If there are more than two intermediate paths, and the estimated travel time difference between the intermediate path with the shortest estimated travel time and the intermediate path with the longest estimated travel time is greater than a preset time difference threshold, at least one intermediate path with a shorter estimated travel time will be identified as an emergency path, and at least one intermediate path with a longer estimated travel time will be identified as a leisure path. The optimized intermediate path of the target vehicle in emergency mode is determined as any emergency path. The optimized intermediate path of the target vehicle in leisure mode is determined as any leisure path.

7. The method according to claim 5, characterized in that, After calculating the estimated travel time for each intermediate path, the method further includes: In response to the fact that the estimated travel time difference between each intermediate path is less than the preset time difference threshold, at least one intermediate path is identified as an emergency path and at least one intermediate path is identified as a leisure path. The leisure route is determined as the optimized intermediate route for the first type of vehicles, where the first type of vehicles are target vehicles whose real-time location is within the first preset range on the first road segment. The emergency path is determined as the optimized intermediate path for the second type of vehicle, which is the target vehicle in emergency mode whose real-time location is located within the second preset range on the first road segment. The leisure route is determined as the optimized intermediate route for the third type of vehicle, which is the target vehicle in leisure mode whose real-time location is located within the second preset range on the first road segment. The emergency path is determined as the optimized intermediate path for the fourth type of vehicle, which is a target vehicle in leisure mode whose real-time location is within the third preset range on the first road segment; the distances from the first preset range, the second preset range, and the third preset range to the intermediate road segment increase sequentially.

8. The method according to claim 1, characterized in that, The step of determining the optimized intermediate path for each target vehicle based on its planning mode, and controlling the target vehicle with the emergency planning mode to enter the tail section before the target vehicle with the leisure planning mode based on the optimized intermediate path, further includes: In response to each target vehicle entering the tail section according to the optimized intermediate path, the first average travel time of the target vehicle in emergency mode on the optimized intermediate path and the second average travel time of the target vehicle in leisure mode on the optimized intermediate path are obtained. Based on the number of target vehicles in emergency mode, the first average travel time, the number of target vehicles in leisure mode, and the second average travel time, calculate the original travel time of each target vehicle on the intermediate path. Based on the original driving time, the first average driving time, and the second average driving time, the planning points of the target vehicle user in emergency mode are reduced, and the planning points of the target vehicle user in leisure mode are increased; the total planning points reduced for the target vehicle user in emergency mode are equal to the total planning points increased for the target vehicle user in leisure mode.

9. A path optimization device based on user urgency, characterized in that, Applied to server-side devices, including: The acquisition module is used to acquire the real-time location, planning mode, and multiple road segments to be traveled for user vehicles within a preset area; The first determining module is used to respond to the traffic status of any road segment to be traveled within a preset area being congested, and to determine an optimizable area based on the traffic status and road network relationship of each road segment within the preset area; the optimizable area includes a first road segment, intermediate road segments, and a last road segment; the traffic status of the last road segment is congested, and there are at least two intermediate paths between the first road segment and the last road segment; each intermediate path includes at least one intermediate road segment, and the traffic status of each intermediate road segment is unobstructed; wherein, the road network relationship includes: the identification of the preceding road segments directly connected to each road segment; The second determining module is used to determine the user vehicle whose real-time location is located in the first road segment and whose road segment to be traveled includes the last road segment as the target vehicle; The optimization module is used to determine the optimized intermediate path for each target vehicle based on its planning mode, and to control the target vehicles with the planning mode of emergency mode to enter the tail section before the target vehicles with the planning mode of leisure mode based on the optimized intermediate path. The first determining module is specifically used to determine the road segment to be traveled that is in a congested state as a candidate road segment; to obtain the first preceding road segment, the second preceding road segment, and the third preceding road segment corresponding to each candidate road segment; the first preceding road segment is a preceding road segment directly connected to the candidate road segment, the second preceding road segment is a preceding road segment directly connected to the first preceding road segment, and the third preceding road segment is a preceding road segment directly connected to the second preceding road segment; the first preceding road segment and the candidate road segment intersect at a first intersection; in response to at least two first preceding road segments corresponding to the candidate road segment that are in a free-flowing state and intersect at the first intersection and the second intersection, the second preceding road segment connected to the second intersection is determined as the first road segment, the at least two first preceding road segments that are in a free-flowing state and intersect at the first intersection and the second intersection are determined as intermediate paths, and the candidate road segment is determined as the last road segment.

10. A server-side device, characterized in that, include: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1-8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-8.

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