Data processing method, canopy lamp access evaluation method, device and equipment

Abstract

The invention provides a data processing method, a canopy lamp access evaluation method, a canopy lamp access evaluation device and canopy lamp access evaluation equipment. The data processing method comprises the following steps: acquiring a mistakenly closed time period of a target highway toll station in a target time period; acquiring a starting point and an ending point of an actual navigation route of a target user related to the mistaken closing time period in the navigation system; simulating a target navigation route passing through the target highway toll station according to the starting point and the ending point; and according to the expressway fee data corresponding to the target navigation route and the expressway fee data corresponding to the actual navigation route, determining the expressway fee data difference of the target expressway toll station in the mistakenly closed time period. According to the method provided by the invention, the influence caused by the fact that the navigation system misjudges that the target highway is in the closed state can be quantified, and then the evaluation on whether the signal data of the canopy lamp of the highway toll station needs to be accessed can be realized.

Description

Technical Field

[0001] The present application relates to the field of data processing technology, and in particular to a data processing method, a canopy light access evaluation method, a device and equipment. Background Art

[0002] The navigation system needs to accurately determine the status of a highway toll station (e.g., open or closed) so as to plan accurate navigation routes for users. Currently, the navigation system may make misjudgments when determining the status of a highway toll station. For example, the highway toll station is actually open, but the navigation system determines that the highway toll station is closed. In this case, the navigation system will no longer plan a navigation route for the user that passes through the highway toll station based on the incorrect judgment result, affecting the travel experience of users who intend to travel via the navigation route that passes through the highway toll station, as well as the usability of the navigation system.

[0003] At present, there are methods that can accurately obtain the status of highway toll stations, such as accurately determining the status of highway toll stations based on the canopy light signal data of highway toll stations. However, determining the status of highway toll stations by accessing the canopy light signal data also requires a lot of manpower and material resources. Therefore, there is an urgent need for a method that can accurately evaluate whether the navigation system needs to access the canopy light signal data of the highway toll station to determine the status of the highway toll station. Summary of the invention

[0004] The present application provides a data processing method, a canopy light access evaluation method, a device and equipment, which can accurately evaluate whether the navigation system needs to access the canopy light signal data of the highway toll station to determine the status of the highway toll station by calculating the highway fee data difference of the target highway toll station.

[0005] In a first aspect, the present application provides a data processing method, the method comprising:

[0006] Obtaining a misjudged closure time period of a target expressway toll station within a target time period, wherein the misjudged closure time period is a time period in which the navigation system misjudged that the target expressway toll station is in a closed state;

[0007] Acquire a starting point and an end point of an actual navigation route of a target user in the navigation system related to the mistakenly closed time period, and when the target expressway toll station is not mistakenly closed, the navigation system plans at least one navigation route based on the starting point and the end point, passing through the target expressway toll station;

[0008] According to the starting point and the end point, simulating a target navigation route passing through the target expressway toll station;

[0009] The highway fee data difference of the target highway toll station in the mis-closed time period is determined based on the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route.

[0010] In a second aspect, the present application provides a method for evaluating access to a canopy light, the method comprising:

[0011] Acquire a high-speed fee data difference of a target high-speed toll station, wherein the high-speed fee data difference is a high-speed fee data difference acquired according to any one of claims 1 to 6;

[0012] determining whether the high-speed fee data difference exceeds a preset high-speed fee data difference threshold;

[0013] If so, it is determined to connect the awning light signal data of the target highway toll station to the navigation system, and the awning light signal data is used to characterize the status of the target highway toll station.

[0014] In a third aspect, the present application provides a data processing device, the device comprising:

[0015] A first acquisition module is used to acquire a mis-closed time period of a target expressway toll station within a target time period, wherein the mis-closed time period is a time period during which the navigation system misjudges the target expressway toll station as being in a closed state;

[0016] A second acquisition module is used to acquire a starting point and an end point of an actual navigation route of a target user in the navigation system related to the mistakenly closed time period, wherein the navigation system, when the target expressway toll station is not mistakenly closed, plans at least one navigation route based on the starting point and the end point and passes through the target expressway toll station;

[0017] A simulation module, used for simulating a target navigation route passing through the target high-speed toll station according to the starting point and the end point;

[0018] The determination module is used to determine the highway fee data difference of the target highway toll station in the misclosed time period according to the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route.

[0019] In a fourth aspect, the present application provides a canopy light access assessment device, the device comprising:

[0020] An acquisition module, used to acquire a high-speed fee data difference of a target high-speed toll station, wherein the high-speed fee data difference is a high-speed fee data difference acquired according to any one of the first aspects;

[0021] A determination module, used to determine whether the high-speed fee data difference exceeds a preset high-speed fee data difference threshold;

[0022] The access module is used to determine whether to access the awning light signal data of the target highway toll station to the navigation system, and the awning light signal data is used to characterize the status of the target highway toll station.

[0023] In a fifth aspect, the present application provides an electronic device, comprising: a processor and a memory; the processor is communicatively connected with the memory;

[0024] The memory stores computer instructions;

[0025] The processor executes the computer instructions stored in the memory to implement the method as described in any one of the first aspect and the second aspect.

[0026] In a sixth aspect, the present application provides a computer program product, comprising a computer program or instructions, which, when executed by a processor, implements the method described in any one of the first and second aspects.

[0027] The data processing method, awning light access evaluation method, device and equipment provided by the present application, the electronic device first obtains the mis-closed time period of the target highway toll station within the target time period; then, obtains the starting point and end point of the actual navigation route of the target user in the navigation system related to the mis-closed time period; then, based on the starting point and the end point, simulates the target navigation route passing through the target highway toll station; then, based on the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route, determines the highway fee data difference of the target highway toll station in the mis-closed time period.

[0028] Through this implementation, the electronic device can evaluate the difference in highway fee data caused by the erroneous closure time period of the target highway toll station within the target time period, and then indirectly represent the inconvenience caused to the user's travel due to the navigation system's misjudgment of the target highway toll station as being in a closed state during the target time period. For example, the larger the difference in highway fee data, the higher the possibility that the user will change the navigation route, which means that more inconvenience has been caused to the user's travel. In addition, the need to improve the accuracy of the target highway toll station status judgment can also be indirectly represented, that is, the larger the difference in highway fee data, the higher the need to improve the accuracy of the target highway toll station status judgment. Furthermore, through the above-mentioned highway fee data difference, the loss of the target highway toll station caused by the erroneous closure of the target highway toll station can also be quantified, which is helpful for the further management of the target highway toll station. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in the present application or the prior art, a brief introduction will be given below to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0030] Figure 1 is a schematic diagram of a mis-closed time period;

[0031] Figure 2 A schematic diagram of a flow chart of a first data processing method provided in an embodiment of the present application;

[0032] Figure 3 A schematic diagram of a second data processing method provided in an embodiment of the present application;

[0033] Figure 4 A schematic diagram of a third data processing method provided in an embodiment of the present application;

[0034] Figure 5 A schematic diagram of the process of the first awning light evaluation method provided for this application;

[0035] Figure 6 A schematic diagram of a flow chart of a second awning light evaluation method provided in an embodiment of the present application;

[0036] Figure 7 A schematic diagram of the structure of a data processing device provided in an embodiment of the present application;

[0037] Figure 8 A schematic diagram of the structure of a canopy light access evaluation device provided in an embodiment of the present application;

[0038] Fig. 9 A schematic diagram of the structure of an electronic device 900 provided in an embodiment of the present application.

[0039] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. DETAILED DESCRIPTION

[0040] In order to make the purpose, technical solutions and advantages of this application clearer, the technical solutions in this application will be clearly and completely described below in conjunction with the drawings in this application. Obviously, the described embodiments are part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0041] The following is an explanation of some of the terms involved in this application:

[0042] Toll station canopy lights: also known as toll lane signal lights, are a type of traffic signal lights. When the light is red, a red cross image is usually displayed, and when the light is green, a green arrow image is usually displayed. It is usually set at the front end of the vehicle channel to direct vehicles to pass in the direction of travel. When the toll station canopy lights show red, it proves that the lane is passable; when the toll station canopy lights show green, it proves that the lane is not passable. Highway toll stations usually have multiple toll station canopy lights. If the multiple toll station canopy lights set up at the highway toll station are all red, it means that the highway toll station is closed and vehicles cannot pass through the highway toll station.

[0043] The navigation system determines whether it can plan a navigation route for the user passing through the toll station based on the status of the toll station. Therefore, whether the navigation system can accurately obtain the status of the toll station is crucial to whether it can better provide users with navigation routes that meet their travel needs.

[0044] At present, the navigation system can determine whether the expressway toll station is closed based on the information about the state of the expressway toll station reported by the user using the navigation system. For example, if the navigation system plans a navigation route for the user that does not pass through the expressway toll station A based on the pre-judged state that the expressway toll station A is closed, but the user still tries to travel on the expressway through the expressway toll station A. At this time, if the user drives to the expressway toll station A and finds that it is open, the user can report the information about the opening of the expressway toll station A through the navigation system. The navigation system usually determines that the expressway toll station A has changed from a closed state to an open state when the number of users who report the information about the opening of the expressway toll station A reaches a preset number threshold within a certain period of time. However, the time when the user discovers that the expressway toll station A is open is usually relatively lagging. After discovering that the expressway toll station is open, the user may not immediately report the information about the opening of the expressway toll station A through the navigation system. It also takes a certain amount of time for the number of users who report the information about the opening of the expressway toll station A to reach the preset number threshold, which causes the navigation system to have a lag in judging the state of the expressway toll station A. Furthermore, the information users get from the navigation system is usually not standard, and may require manual semantic judgment. If it is unclear, there will be cumbersome processing procedures such as phone verification. By the time the processing is completed, it may have been open for a long time in reality. At this time, there will be a false closure time period for highway toll station A. That is, during this false closure time period, the navigation system judges that highway toll station A is closed, but it is actually open. For example, Figure 1 is a schematic diagram of a mis-closed time period, such as Figure 1 As shown, the time difference between the actual opening time of expressway toll station A and its mis-measured opening time predicted by the navigation system is the mis-closed time period.

[0045] Alternatively, the navigation system can determine the status of the expressway toll station by monitoring the vehicles at the expressway toll station. For example, if the navigation system determines that the expressway toll station B is in a closed state, and then detects that a vehicle passes through the expressway toll station B, the navigation system determines that the expressway toll station has changed from a closed state to an open state. However, the expressway toll station B may have changed to an open state before the vehicle passes through the expressway toll station B. Therefore, the time between the actual opening time of the expressway toll station B and the opening time determined by the navigation system is the false closed time period.

[0046] During the time period when a highway toll station is mistakenly closed, the navigation system will no longer plan a navigation route for the user that passes through the highway toll station, even if the user prefers to travel via the navigation route that passes through the highway toll station. If the highway toll station is not closed, the navigation system will plan a navigation route to get on the highway from the highway toll station. During the time period when the highway toll station is mistakenly closed, the navigation system may plan to get on the highway from the next highway toll station of the highway toll station, or plan a navigation route that does not take the highway. If the user prefers to travel via the highway, the navigation route planned at this time cannot meet the user's travel needs compared to the navigation route that can actually be planned for the user, reducing the user experience.

[0047] The navigation system can obtain the actual status of the highway toll station. For example, the navigation system can determine the actual status of the highway toll station by accessing the signal data of the canopy lights of the highway toll station. However, the access to the signal data of the canopy lights of the highway toll station also requires a lot of human and material resources. Therefore, there is an urgent need for a method that can evaluate the necessity of accessing the signal data of the canopy lights of the highway toll station to the navigation system, so as to determine whether it is necessary to access the signal data of the canopy lights of the highway toll station to the navigation system.

[0048] The inventors considered that, for a highway toll station, if the navigation system misjudged it as being in a closed state, the navigation system would be unable to plan a navigation route for the user that passes through the highway toll station, resulting in a reduction in the highway toll of the navigation route. In other words, the loss of highway tolls caused by the inability to get on the highway from the highway toll station can represent the extent to which the user's travel needs cannot be met due to the navigation system's misjudgment that the highway toll station is in a closed state. Therefore, if it is possible to calculate the loss of highway tolls caused by the navigation system's misjudgment that the highway toll station is in a closed state, it can be used to evaluate to a certain extent whether it is necessary to determine the status of the highway toll station by accessing the awning light signal data of the highway toll station.

[0049] In view of this, the present application provides a data processing method. The method obtains the highway toll data of the actual navigation route of the target user during the time period of the target highway toll station being mistakenly closed, and the highway toll data of the navigation route passing through the target highway toll station, and determines the highway fee data difference for the target highway toll station caused by the navigation system's misjudgment of the state of the target highway toll station, and can then characterize the degree of inconvenience caused to the user due to the navigation system's misjudgment of the target highway toll station as being in a closed state, and can then determine whether it is necessary to connect the signal data of the awning lights of the highway toll station to the navigation system, thereby achieving quantification of the impact caused by the mistaken closure of the target highway toll station.

[0050] The execution subject of the above data processing method may be an electronic device, such as a smart phone, a tablet, a computer, a server, etc.

[0051] The technical solution of the present application is described in detail below in conjunction with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0052] Figure 2 The flowchart of the first data processing method provided in the embodiment of the present application is as follows. Figure 2 As shown, the method may include the following steps:

[0053] S101. Obtain a misjudged closure time period of a target expressway toll station within a target time period. The misjudged closure time period is a time period in which a navigation system misjudged that the target expressway toll station is in a closed state.

[0054] The target expressway toll station may be any expressway toll station with a false closure period within the target time period. The target time period may be any historical time period including a false closure period, and the application does not limit the duration of the target time period.

[0055] The above-mentioned navigation system can be a program, program code software, or a medium storing relevant execution code, such as a USB flash drive, etc.; or, the navigation system can also be a physical device integrated or installed with relevant execution code, such as a chip, vehicle-mounted terminal, mobile phone, server and other electronic devices.

[0056] The present application does not limit the judgment method used by the navigation system for the time period in which the target highway toll station is mistakenly judged to be closed. For example, it can be judged and predicted based on the reported information on the status of the target highway toll station by the user of the navigation system within the target time period.

[0057] Exemplarily, the electronic device may obtain the erroneous closure time period of the target expressway toll station within the target time period from other electronic devices. Alternatively, the electronic device may obtain the erroneous closure time period of the target expressway toll station within the target time period based on the actual closure time period of the target expressway toll station within the target time period and the predicted closure time period of the target expressway toll station within the target time period determined by the navigation system. For example, the electronic device may use the time difference between the actual closure time period and the predicted closure time period as the erroneous closure time period of the target toll station within the target time period.

[0058] S102, obtaining the start point and the end point of the actual navigation route of the target user in the navigation system related to the mistakenly closed time period, and when the target expressway toll station is not mistakenly closed, the navigation system plans at least one navigation route based on the start point and the end point that passes through the target expressway toll station.

[0059] Optionally, based on the restriction conditions of step S102, the above-mentioned target users may include all users who plan a navigation route using the navigation system at any time during the false closure time period and travel based on the planned navigation route; or it may include only some of the above-mentioned users, depending on the specific settings as needed.

[0060] The actual navigation route of the target user related to the false closure time period mentioned here may include, for example, the navigation route obtained by the navigation system at any time during the false closure time period based on the above starting point and end point planning, and the user actually travels based on the navigation route. Since the target expressway toll station determined by the navigation system during the false closure time period is in a closed state, any navigation route planned by the navigation system during the false closure time period will not go on or off the expressway via the target expressway toll station.

[0061] The above-mentioned actual navigation route may include expressway sections. For example, if the target expressway toll station is not mistakenly closed, and the navigation route planned by the navigation system enters the expressway from the target expressway toll station, then the actual navigation route may, for example, enter the expressway at the expressway toll station after the target expressway toll station pointing from the starting point to the end point. On this basis, the present application does not limit which expressway toll station after the target expressway toll station the navigation system enters the expressway. Alternatively, the above-mentioned actual navigation route may not include expressway sections, for example, the target user may travel based on the navigation route planned by the navigation system that does not include expressway sections.

[0062] Passing through the target highway toll station mentioned here may mean entering the highway from the target highway toll station, or exiting the highway.

[0063] The navigation system may store the historical actual navigation routes of the users of the navigation system. The electronic device may obtain the starting point and end point of the actual navigation route of the target user in the navigation system related to the misclosed time period from the historical actual navigation routes of the users stored in the navigation system.

[0064] S103: Simulate a target navigation route passing through a target expressway toll station according to the starting point and the end point.

[0065] In this step, the electronic device simulates the target navigation route passing through the target highway toll station based on the starting point and end point of the actual navigation route of the target user related to the false closed time period, so that the highway fee data corresponding to the target navigation route can be compared with the highway fee data corresponding to the actual navigation route.

[0066] Exemplarily, the electronic device may send the starting point and the end point to the navigation system, and use the navigation system to simulate the target navigation route passing through the target highway toll station. Alternatively, the navigation system may simulate the target navigation route passing through the target highway toll station based on the starting point and the end point. The specific implementation method may refer to the method in the prior art where the navigation system plans the route through the preset waypoints based on the starting point and the end point, which will not be described in detail here. The preset waypoints mentioned here are the target highway toll station in this application.

[0067] S104. Determine the highway fee data difference of the target highway toll station during the false closure time period based on the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route.

[0068] Exemplarily, the electronic device may first obtain the highway fee data corresponding to the target navigation route according to the target navigation route; and obtain the highway fee data corresponding to the actual navigation route according to the actual navigation route. The electronic device may obtain the highway fee data according to the navigation route in accordance with the prior art, which will not be described in detail here. Then, according to the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route, the highway fee data difference of the target highway toll station during the false closure period is determined.

[0069] It should be understood that there may be one or more target users. When there is only one target user, the electronic device may, for example, subtract the highway fee data corresponding to the actual navigation route from the highway fee data corresponding to the target navigation route to obtain the highway fee data difference during the time period of the target highway toll station being mistakenly closed. When there are multiple target users, the electronic device may, for example, add the highway fee data corresponding to the target navigation route, and then subtract the highway fee data corresponding to the actual navigation route from the added highway fee data to determine the target highway fee data difference.

[0070] In this embodiment, the electronic device first obtains the mis-closed time period of the target highway toll station within the target time period; then, obtains the starting point and end point of the actual navigation route of the target user in the navigation system related to the mis-closed time period; then, based on the starting point and end point, simulates the target navigation route passing through the target highway toll station; then, based on the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route, determines the highway fee data difference of the target highway toll station during the mis-closed time period.

[0071] Through this implementation, the electronic device can evaluate the difference in highway fee data caused by the erroneous closure time period of the target highway toll station within the target time period, and then indirectly represent the inconvenience caused to the user's travel due to the navigation system's misjudgment of the target highway toll station as being in a closed state during the target time period. For example, the larger the difference in highway fee data, the higher the possibility that the user will change the navigation route, which means that more inconvenience has been caused to the user's travel. In addition, the need to improve the accuracy of the target highway toll station status judgment can also be indirectly represented, that is, the larger the difference in highway fee data, the higher the need to improve the accuracy of the target highway toll station status judgment. Furthermore, through the above-mentioned highway fee data difference, the loss of the target highway toll station caused by the erroneous closure of the target highway toll station can also be quantified, which is helpful for the further management of the target highway toll station.

[0072] The following is an illustrative description of how to obtain the misclosed time period of the target expressway toll station within the target time period, namely, step S101 in the above embodiment, through a specific embodiment. Figure 3 A flow chart of a second data processing method provided in an embodiment of the present application is shown as follows: Figure 3 As shown, step S101 may include, for example, the following steps:

[0073] S201. Obtain first closure information and second closure information of a target expressway toll station within a target time period, wherein the first closure information is used to characterize the actual closure status of the target expressway toll station within the target time period; and the second closure information is used to characterize the predicted closure status of the target expressway toll station within the target time period predicted by the navigation system.

[0074] The above-mentioned first closure information may, for example, include the canopy light signal data of the target highway toll station within the target time period; or, the first closure information may directly include the actual closure time period of the target highway toll station, and / or the actual opening time period.

[0075] Regarding the acquisition of the first closed information, illustratively, the electronic device may, for example, acquire the first closed information of the target expressway toll station within the target time period from other electronic devices. Alternatively, if the first closed information includes the actual closed time period and / or the actual open time period of the target expressway toll station, the electronic device may, for example, first acquire the canopy light signal data of the expressway toll station within the target time period; then, cluster the canopy light signal data to acquire the first closed information of the target expressway toll station within the target time period.

[0076] For example, the electronic device can obtain the awning light signal data of the target highway toll station within the target time period sent by the awning light of the target highway toll station (such as the control module of the awning light); or, it can obtain the awning light signal data of the target highway toll station within the target time period from other electronic devices.

[0077] Subsequently, the electronic device may cluster the awning light signal data, for example, at a certain moment in the target time period, if the signal data of all awning lights at the target highway toll station indicates that passage is prohibited, it indicates that the target toll station is in a closed state at that moment; if the signal data of any awning light at the target highway toll station indicates that communication is allowed, it indicates that the target toll station is in an open state at that moment. This processing method can be used to obtain whether the target highway toll station is closed or open at each moment in the target time period, that is, the actual closed time period and actual open time period of the target highway toll station in the target time period, that is, the first closed information.

[0078] The second closure information may include, for example, a predicted closure time period and a predicted opening time period of a target expressway toll station predicted by the navigation system within a target time period; or, the second closure information may include user behavior data related to the closure of the target expressway toll station.

[0079] The user behavior data related to the closure of the target highway toll station may include, for example, information reported by the user of the navigation system regarding the status of the target highway toll station, or relevant data of the user of the navigation system passing through the target highway toll station during the target time period.

[0080] Regarding the acquisition of the second closure information, if the above-mentioned user behavior data related to the closure of the target highway toll station includes information reported by the user of the navigation system on the status of the target highway toll station, the navigation system can, for example, obtain information on the status of the target highway toll station reported by the user through the interactive interface of the navigation system. When the number of users who report information indicating the closure of the target highway toll station obtained by the navigation system within a preset time period exceeds the first preset number threshold, the target highway toll station is determined to be closed. When the number of users who report information indicating the opening of the target highway toll station obtained by the navigation system within a preset time period exceeds the second preset number threshold, the target highway toll station is determined to be open. The present application does not limit the specific values ​​of the above-mentioned preset time period, the first preset number threshold, and the second preset number threshold, and those skilled in the art can set them according to needs.

[0081] Alternatively, if the above-mentioned user behavior data related to the closure of the target highway toll station includes relevant data on the users of the navigation system passing through the target highway toll station within the target time period, the navigation system can, for example, determine whether the target highway toll station is closed based on the actual driving trajectory of the users using the navigation system. Exemplarily, the navigation system can, for example, monitor the number of users who get on the highway from the target highway toll station. If the number of users who get on the highway from the target highway toll station within a preset time period is 0, the target highway toll station is predicted to be closed. If the navigation system detects that a vehicle passes through the target highway toll station to get on the highway at a certain moment after determining the target highway toll station, the target highway toll station is predicted to be open. This implementation method can determine the predicted closed time period and the predicted closed time period within the target time period.

[0082] S202. Determine a mistakenly closed time period of the expressway toll station according to the first closed information and the second closed information.

[0083] The manner in which the electronic device determines the erroneous closure time period of the expressway toll station based on the first closure information and the second closure information is related to the contents included in the first closure information and the second closure information.

[0084] Exemplarily, if the first closure information includes the actual opening time period of the target highway toll station, and the second closure information includes the predicted closure time period of the target highway toll station predicted by the navigation system within the target time period, the electronic device can directly determine the time period where the predicted closure time period and the actual opening time period overlap as the erroneous closure time period.

[0085] If the first closure information includes the awning light signal data of the target highway toll station within the target time period; and the second closure information includes the user behavior data related to the closure of the target highway toll station, then the electronic device can, for example, first obtain the actual opening time period of the target highway toll station based on the first closure information, and, based on the second closure information, obtain the predicted closure time period of the target highway toll station predicted by the navigation system, and determine the time period where the predicted closure time period overlaps with the actual opening time period as the incorrectly closed time period.

[0086] Through this implementation method, the navigation system can first determine the actual open time period and the predicted closed time period based on the first closed information and the second closed information, and then use the overlapping time of the actual open time period and the predicted closed time period as the false closed time period, that is, the accurate acquisition of the false closed time period can be achieved.

[0087] In this embodiment, the electronic device first obtains the first closure information and the second closure information of the target expressway toll station within the target time period; then, according to the first closure information and the second closure information, the erroneous closure time period of the expressway toll station is determined. In this implementation mode, the electronic device can accurately determine the erroneous closure time period of the target expressway toll station according to the first closure information representing the actual closure situation of the target expressway toll station within the target time period and the second closure information representing the predicted closure situation of the target expressway toll station within the target time period predicted by the navigation system, and then the expressway fee data difference caused by the erroneous closure of the target expressway toll station can be obtained and determined in a targeted manner.

[0088] As described above, the target user may include all users who plan a navigation route using the navigation system at any time during the mis-blocked time period and travel based on the planned navigation route; or may include only some of the above users. In some scenarios, the electronic device may also determine the target user before obtaining the start and end points of the actual navigation route of the target user related to the mis-blocked time period in the navigation system. Figure 4 A schematic diagram of a third data processing method provided in an embodiment of the present application is shown in FIG. Figure 4 As shown, the method may include the following steps:

[0089] S301. Obtaining the navigation route preference of the initial user related to the mistakenly closed time period; when the target expressway toll station is not mistakenly closed, the navigation system plans at least one navigation route passing through the target expressway toll station based on the starting point and end point of the actual navigation route of the initial user.

[0090] The initial users related to the misclosed time period mentioned here may include, for example, users who plan and obtain an actual navigation route using the navigation system during the misclosed time period and travel based on the actual navigation route. The above navigation route preference may include, for example, a preference on whether the navigation route is on a highway.

[0091] Exemplarily, the navigation system may store the user's historical navigation routes and the user's navigation route preferences. The electronic device may obtain the initial user's navigation route preferences related to the mis-closed time period from the navigation system.

[0092] S302: Filter out target users from the initial users according to the navigation route preferences of the initial users.

[0093] The way in which the electronic device selects target users from the newly-acquainted users based on the navigation route preferences of the newly-acquainted users is related to the content included in the navigation route preferences.

[0094] Exemplarily, if the initial user's navigation route preference includes whether the initial user prefers a navigation route with a highway section, the electronic device may, for example, determine a user among the initial users who prefers to travel based on a navigation route that includes highways as a target user.

[0095] If the navigation route preference of the initial user includes whether the initial user prefers a navigation route with a short travel time, the electronic device may, for example, determine the initial user who prefers to travel based on a navigation route with a short travel time as the target user.

[0096] The present application does not limit the manner in which the navigation system obtains the user's navigation route preference, and specific details may refer to the prior art.

[0097] In this embodiment, the navigation system first obtains the navigation route preference of the initial user related to the mistakenly closed time period; then, based on the navigation route preference of the initial user, the target user is screened out from the initial user. In this implementation, the user who would choose the navigation route passing through the target expressway toll station when actually traveling can be screened out as the target user based on the user's navigation route preference, thereby further improving the accuracy of the expressway fee difference data of the target expressway toll station during the mistakenly closed time period.

[0098] Regarding the method of acquiring the highway fee data corresponding to the target navigation route, a possible implementation method is that before the electronic device determines the highway fee data difference of the target highway toll station in the false closure time period based on the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route, it can also first determine the highway gantry included in the target navigation route; then, determine the fee data of the target navigation route based on the highway gantry and the mapping relationship between the highway gantry and the gantry rate data.

[0099] Exemplarily, the navigation route may include, for example, high-speed gantries that are passed through, and the electronic device determines the high-speed gantries that are passed through according to the target navigation route. The navigation system may, for example, store a mapping relationship between high-speed gantries and gantry rates, and the electronic device may then determine the gantry rates corresponding to the high-speed gantries according to the high-speed gantries that the target navigation route passes through, and the mapping relationship between the high-speed gantries and the gantry rate data, and then determine the fee data of the target navigation route accordingly. The specific manner in which the electronic device determines the fee data of the target navigation route according to the gantry rates corresponding to the high-speed gantries passed through can refer to the prior art and will not be repeated here. Through this implementation method, the fee data of the simulated target navigation route can be accurately obtained, and the high-speed fee data difference of the target high-speed toll station can be determined accordingly subsequently.

[0100] The present application also provides a awning light evaluation method, and the execution subject of the method may be, for example, an electronic device. Figure 5A flow chart of the first awning light evaluation method provided for this application is as follows: Figure 5 As shown, the method may include the following steps:

[0101] S401, obtaining the expressway fee data difference of the target expressway toll station, where the expressway fee data difference is the expressway fee data difference obtained in any one of the above data processing method embodiments.

[0102] The specific implementation method can refer to the data processing method in the above embodiment, which will not be described in detail here.

[0103] S402: Determine whether the high-speed fee data difference exceeds a preset high-speed fee data difference threshold.

[0104] The present application does not limit the specific value of the above-mentioned preset high-speed fee data difference threshold, and those skilled in the art can set it according to needs.

[0105] If yes, it indicates that the navigation system has low accuracy in judging the state of the target highway toll station and the loss caused by the navigation system's misjudgment of the state of the target highway toll station is large, then step S403 is executed.

[0106] S403: Determine to connect the canopy light signal data of the target highway toll station to the navigation system, where the canopy light signal data is used to characterize the status of the target highway toll station.

[0107] The state of the target highway toll station may include, for example, an open state and / or a closed state. The access to the navigation system mentioned here means that the navigation system can subsequently obtain the canopy light signal data of the target highway toll station in real time to realize the application of the canopy light signal data of the target highway toll station in the navigation system.

[0108] Here, the awning light signal data of the target highway toll station is connected to the navigation system. For example, the electronic device can obtain the awning light signal data sent by the awning light of the target highway toll station (for example, the control chip of the awning light specifically performs the sending action) in real time, and then send the awning light signal data to the navigation system to connect the awning light signal data of the target highway toll station to the navigation system. Alternatively, the awning light of the target highway toll station can also directly send the awning light signal data to the navigation system.

[0109] In this embodiment, the navigation system first determines whether the high-speed fee data difference obtained based on any one of the above embodiments exceeds the preset high-speed fee data difference threshold; if so, it determines to connect the awning light signal data of the target high-speed toll station to the navigation system. Since connecting the awning light signal data of the target high-speed toll station to the navigation system usually requires a lot of manpower and material resources, through this implementation method, the electronic device can evaluate the necessity of connecting the awning light signal data of the target high-speed toll station to the navigation system based on the high-speed fee data difference of the target high-speed toll station, and connect the awning light signal data of the target high-speed toll station to the navigation system only when the high-speed fee data difference of the target high-speed toll station is high, thereby achieving an accurate assessment of the necessity of access.

[0110] Optionally, after the canopy light signal data of the target highway toll station is connected to the navigation system, the navigation system can plan the navigation route accordingly. Figure 6 A flow chart of a second awning light evaluation method provided in an embodiment of the present application is shown as follows: Figure 6 As shown, the method may also include the following steps:

[0111] S501. The navigation system determines the status of a target highway toll station according to the canopy light signal data.

[0112] The specific way in which the navigation system determines the state of the target highway toll station based on the awning light signal data can refer to the method in which the electronic device determines the state of the target highway toll station based on the awning light signal data in the above embodiment, which will not be repeated here.

[0113] S502: The navigation system plans a navigation route according to the status of the target expressway toll station.

[0114] For example, if the target expressway toll station is closed, the navigation system will no longer plan a navigation route that passes through the target expressway toll station when planning a navigation route for the user. If the target expressway toll station is open, the navigation system can plan a navigation route that passes through the target expressway toll station when planning a navigation route for the user.

[0115] In this embodiment, since the navigation system can accurately determine the state of the target highway toll station based on the awning light signal data, the navigation route planning for the user can better meet the user's navigation needs, and the user will not be unable to travel based on the navigation route passing through the target highway toll station due to the target highway toll station being mistakenly closed. This implementation method can better meet the user's travel needs, improve the user's experience of using the navigation system, and improve the usability of the navigation system.

[0116] Figure 7A schematic diagram of the structure of a data processing device provided in an embodiment of the present application. Figure 7 As shown, the device may include: a first acquisition module 11, a second acquisition module 12, a simulation module 13, and a determination module 14.

[0117] The first acquisition module 11 is used to acquire a mis-closed time period of a target expressway toll station within a target time period, wherein the mis-closed time period is a time period in which the navigation system misjudges the target expressway toll station as being in a closed state.

[0118] The second acquisition module 12 is used to obtain the starting point and the end point of the actual navigation route of the target user in the navigation system related to the mistakenly closed time period. When the target expressway toll station is not mistakenly closed, the navigation system plans at least one navigation route based on the starting point and the end point through the target expressway toll station.

[0119] The simulation module 13 is used to simulate a target navigation route passing through the target expressway toll station according to the starting point and the end point.

[0120] The determination module 14 is used to determine the highway fee data difference of the target highway toll station in the mis-closed time period according to the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route.

[0121] Optionally, the first acquisition module 11 is specifically used to obtain first closure information and second closure information of the target highway toll station within the target time period, the first closure information is used to characterize the actual closure situation of the target highway toll station within the target time period, and the second closure information is used to characterize the predicted closure situation of the target highway toll station within the target time period predicted by the navigation system; based on the first closure information and the second closure information, determine the incorrect closure time period of the highway toll station.

[0122] For example, the first acquisition module 11 is specifically used to obtain the awning light signal data of the target highway toll station within the target time period; cluster the awning light signal data to obtain the first closure information of the target highway toll station within the target time period.

[0123] Optionally, the first acquisition module 11 is specifically used to obtain the actual opening time period of the target highway toll station based on the first closure information, and to obtain the predicted closed time period of the target highway toll station predicted by the navigation system based on the second closure information, and determine the time period in which the predicted closed time period overlaps with the actual open time period as the mistakenly closed time period.

[0124] Optionally, before the second acquisition module 12 acquires the starting point and the end point of the actual navigation route of the target user in the navigation system related to the erroneously closed time period, the second acquisition module 12 is also used to acquire the navigation route preference of the initial user related to the erroneously closed time period; when the target highway toll station is not erroneously closed, the navigation system plans at least one navigation route based on the starting point and the end point of the actual navigation route of the initial user, passing through the target highway toll station; and based on the navigation route preference of the initial user, the target user is screened out from the initial users.

[0125] Optionally, before determining the highway fee data difference of the target highway toll station in the false closure time period based on the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route, the determination module 14 is also used to determine the high-speed gantry included in the target navigation route; and determine the fee data of the target navigation route based on the high-speed gantry and the mapping relationship between the high-speed gantry and the gantry rate data.

[0126] The data processing device provided in the embodiment of the present application can execute the data processing method in the above method embodiment, and its implementation principle and technical effect are similar, which will not be repeated here.

[0127] Figure 8 This is a schematic diagram of the structure of a canopy light access evaluation device provided in an embodiment of the present application. Figure 8 As shown, the device may include: an acquisition module 21, a determination module 22, and an access module 23.

[0128] The acquisition module 21 is used to acquire the expressway fee data difference of the target expressway toll station, and the expressway fee data difference is the expressway fee data difference acquired in any one of the above embodiments.

[0129] The determination module 22 is used to determine whether the high-speed fee data difference exceeds a preset high-speed fee data difference threshold.

[0130] The access module 23 is used to determine that if yes, the awning light signal data of the target highway toll station is accessed to the navigation system, and the awning light signal data is used to characterize the status of the target highway toll station.

[0131] Optionally, the navigation system is used to determine the status of the target highway toll station based on the awning light signal data; and perform navigation route planning based on the status of the target highway toll station.

[0132] The awning light access assessment device provided in the embodiment of the present application can execute the awning light access assessment method in the above method embodiment, and its implementation principle and technical effect are similar, which will not be repeated here.

[0133] Fig. 9 Schematic diagram of the structure of an electronic device 900 provided in an embodiment of the present application. The electronic device can be used to execute the map page display method mentioned above. Fig. 9 As shown, the electronic device 900 may include: at least one processor 901 and a memory 902. In a possible implementation, a communication interface 903 may also be included.

[0134] The memory 902 is used to store programs. Specifically, the programs may include program codes, and the program codes include computer operation instructions.

[0135] The memory 902 may include a high-speed RAM memory, and may also include a non-volatile memory (non-volatile memory), such as at least one disk memory.

[0136] The processor 901 is used to execute the computer-executable instructions stored in the memory 902 to implement the method described in the above method embodiment. The processor 901 may be a CPU, or an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0137] The processor 901 can communicate and interact with external devices through the communication interface 903. The external device can be, for example, the aforementioned server located in the cloud. In specific implementation, if the communication interface 903, the memory 902 and the processor 901 are implemented independently, the communication interface 903, the memory 902 and the processor 901 can be interconnected through a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc., but it does not mean that there is only one bus or one type of bus.

[0138] Optionally, in a specific implementation, if the communication interface 903, the memory 902 and the processor 901 are integrated on a chip, the communication interface 903, the memory 902 and the processor 901 can communicate through an internal interface.

[0139] The present application also provides a computer-readable storage medium, which may include: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a disk or an optical disk, and other media that can store program codes. Specifically, the computer-readable storage medium stores program instructions, and the program instructions are used for the methods in the above embodiments.

[0140] The present application also provides a computer program product, which includes an execution instruction, which is stored in a readable storage medium. At least one processor of an electronic device can read the execution instruction from the readable storage medium, and at least one processor executes the execution instruction so that the electronic device implements the data processing method and the awning light access assessment method provided by the above various embodiments.

[0141] The term "plurality" in this article refers to two or more than two. The term "and / or" in this article is only a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the previous and next associated objects are in an "or" relationship; in the formula, the character " / " indicates that the previous and next associated objects are in a "division" relationship. In addition, it should be understood that in the description of this application, words such as "first" and "second" are only used for the purpose of distinguishing descriptions, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order.

[0142] It should be understood that the various numerical numbers involved in the embodiments of the present application are only used for the convenience of description and are not used to limit the scope of the embodiments of the present application.

[0143] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A data processing method, characterized in that: The method comprises: Obtaining a misjudged closure time period of a target expressway toll station within a target time period, wherein the misjudged closure time period is a time period in which the navigation system misjudged that the target expressway toll station is in a closed state; Acquire a starting point and an end point of an actual navigation route of a target user in the navigation system related to the mistakenly closed time period, wherein, if the target expressway toll station is not mistakenly closed, at least one navigation route planned by the navigation system based on the starting point and the end point passes through the target expressway toll station; According to the starting point and the end point, simulating a target navigation route passing through the target expressway toll station; The highway fee data difference of the target highway toll station in the mis-closed time period is determined based on the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route.

2. The method according to claim 1, characterized in that The step of obtaining the mis-closed time period of the target expressway toll station within the target time period includes: Acquire first closure information of the target expressway toll station within the target time period, and second closure information, wherein the first closure information is used to characterize the actual closure situation of the target expressway toll station within the target time period, and the second closure information is used to characterize the predicted closure situation of the target expressway toll station within the target time period predicted by the navigation system; The incorrectly closed time period of the expressway toll station is determined according to the first closed information and the second closed information.

3. The method according to claim 2, characterized in that The obtaining of the first closure information of the target expressway toll station within the target time period includes: Acquire the canopy light signal data of the target highway toll station within the target time period; The canopy light signal data is clustered to obtain the first closure information of the target expressway toll station within the target time period.

4. The method according to claim 2, characterized in that: The determining, according to the first closure information and the second closure information, the incorrectly closed time period of the target expressway toll station includes: Based on the first closure information, the actual opening time period of the target expressway toll station is obtained, and based on the second closure information, the predicted closure time period of the target expressway toll station predicted by the navigation system is obtained, and the time period in which the predicted closure time period overlaps with the actual opening time period is determined as the mistaken closure time period.

5. The method according to any one of claims 1 to 4, characterized in that: Before obtaining the starting point and the end point of the actual navigation route of the target user in the navigation system related to the falsely closed time period, the method further includes: Acquiring the navigation route preference of the initial user related to the mistakenly closed time period; the navigation system planning at least one navigation route passing through the target expressway toll station based on the starting point and the end point of the actual navigation route of the initial user when the target expressway toll station is not mistakenly closed; The target user is selected from the initial users according to the navigation route preference of the initial users.

6. The method according to claim 5, characterized in that Before determining the expressway fee data difference of the target expressway toll station in the misclosed time period based on the expressway fee data corresponding to the target navigation route and the expressway fee data corresponding to the actual navigation route, the method further includes: Determining the high-speed gantry included in the target navigation route; The fee data of the target navigation route is determined based on the high-speed gantry and the mapping relationship between the high-speed gantry and the gantry rate data.

7. A canopy light access assessment method, characterized in that: The method comprises: Acquire a high-speed fee data difference of a target high-speed toll station, wherein the high-speed fee data difference is a high-speed fee data difference acquired according to any one of claims 1 to 6; determining whether the high-speed fee data difference exceeds a preset high-speed fee data difference threshold; If so, it is determined to connect the awning light signal data of the target highway toll station to the navigation system, and the awning light signal data is used to characterize the status of the target highway toll station.

8. The method according to claim 7, characterized in that The method further comprises: The navigation system determines the state of the target expressway toll station according to the canopy light signal data; The navigation system plans a navigation route according to the status of the target expressway toll station.

9. A data processing device, characterized in that: The device comprises: A first acquisition module is used to acquire a mis-closed time period of a target expressway toll station within a target time period, wherein the mis-closed time period is a time period during which the navigation system misjudges the target expressway toll station as being in a closed state; A second acquisition module is used to acquire a starting point and an end point of an actual navigation route of a target user in the navigation system related to the mistakenly closed time period, wherein the navigation system, when the target expressway toll station is not mistakenly closed, plans at least one navigation route based on the starting point and the end point and passes through the target expressway toll station; A simulation module, used for simulating a target navigation route passing through the target high-speed toll station according to the starting point and the end point; The determination module is used to determine the highway fee data difference of the target highway toll station in the misclosed time period according to the highway fee data corresponding to the target navigation route and the highway fee data corresponding to the actual navigation route.

10. A canopy light access evaluation device, characterized in that: The device comprises: An acquisition module, used for acquiring a high-speed fee data difference of a target high-speed toll station, wherein the high-speed fee data difference is a high-speed fee data difference acquired according to any one of claims 1 to 6; A determination module, used to determine whether the high-speed fee data difference exceeds a preset high-speed fee data difference threshold; The access module is used to determine whether to access the awning light signal data of the target highway toll station to the navigation system, and the awning light signal data is used to characterize the status of the target highway toll station.

11. An electronic device, characterized in that: include: Processor and memory; The processor is communicatively connected to the memory; The memory stores computer instructions; The processor executes the computer instructions stored in the memory to implement the method according to any one of claims 1 to 8.

12. A computer program product, characterized in that The method comprises a computer program or an instruction, and when the computer program or the instruction is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

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