Transportation route recommendation method, system and device based on satellite positioning

Abstract

The present application relates to the technical field of bulk cargo transportation, and provides a transportation route recommendation method, system and device based on satellite positioning. The route recommendation method includes: adding the real-time location determined based on satellite positioning data as the starting point node to the open list, and adding the end point node and the candidate road node to the open list; initializing the total pass cost corresponding to each node to be explored in the open list based on real-time traffic information; when the target node with the smallest total pass cost is not the end point node, determining the new pass cost based on the target node and its adjacent nodes; when the adjacent node is in the open list and the new pass cost is less than the total pass cost corresponding to the adjacent node, determining the new pass cost as the total pass cost corresponding to the adjacent node. By adopting the above technical solution, the transportation path can be dynamically adjusted based on real-time traffic information, thereby reducing the probability of vehicles encountering congestion during transportation.

Description

Technical Field

[0001] The present application relates to the technical field of bulk cargo transportation, and in particular to a method, system and device for recommending transportation routes based on satellite positioning. Background Art

[0002] In the field of modern bulk freight transportation, route selection plays a vital role in the overall transportation efficiency, cost control and environment.

[0003] In the related art, the transportation route is planned in advance according to the pickup location and the unloading location, so that the driver can drive the vehicle to perform the transportation task according to the pre-planned transportation route.

[0004] However, urban transportation networks are complex and changeable. When vehicles travel along pre-planned transportation routes, once they encounter congestion, they will be stuck for a long time. This will not only further aggravate traffic congestion, but also increase energy consumption and exhaust emissions, which is not conducive to the sustainable development of the urban environment. Summary of the invention

[0005] In order to help avoid congestion during transportation, the present application provides a transportation route recommendation method, system and device based on satellite positioning.

[0006] In a first aspect, the present application provides a transportation route recommendation method based on satellite positioning, which adopts the following technical solution:

[0007] A transportation route recommendation method based on satellite positioning, the method comprising:

[0008] Determine the real-time location of the target vehicle based on satellite positioning data;

[0009] Add the real-time location as the starting point node to an open list, and add the end point node and the candidate road node between the starting point node and the end point node determined based on the map network data to the open list, wherein the open list is used to store nodes to be explored, and the end point node is determined based on the end point position of this freight;

[0010] Initializing the total travel cost corresponding to each of the to-be-explored nodes based on real-time traffic information, the total travel cost comprising a first travel cost from the starting node to the to-be-explored node and a second travel cost from the to-be-explored node to the end node;

[0011] Determine the node to be explored with the minimum corresponding total travel cost as the target node;

[0012] Determine whether the target node is the end node;

[0013] When the target node is not the end node, determining an adjacent node of the target node;

[0014] Determine a new pass cost based on the target node and the adjacent node, the new pass cost including a new first pass cost from the starting node to the adjacent node via the target node, and a new second pass cost from the adjacent node to the end node;

[0015] determining whether the neighboring node is in the open list;

[0016] In the case where the adjacent node is in the open list, determining whether the new pass cost is less than the total pass cost corresponding to the adjacent node;

[0017] In the case that the new pass cost is less than the total pass cost corresponding to the adjacent nodes, the new pass cost is determined as the total pass cost corresponding to the adjacent nodes, and the target node is determined as the parent node of the adjacent node.

[0018] By adopting the above technical solution, the real-time position of the target vehicle can be determined based on satellite positioning data, and the transportation path between the real-time position and the terminal position can be planned based on real-time traffic information. In this way, the transportation path can be dynamically adjusted based on real-time traffic information, which can help reduce the probability of the vehicle encountering congestion during transportation.

[0019] Optionally, after determining the adjacent nodes of the target node, the method further includes:

[0020] Determining whether the adjacent node is in a closed list;

[0021] In the case where the adjacent node is in the closed list, determining whether the new pass cost is less than the total pass cost corresponding to the adjacent node;

[0022] In the case that the new pass cost is less than the total pass cost corresponding to the adjacent nodes, the new pass cost is determined as the total pass cost corresponding to the adjacent nodes, and the target node is determined as the parent node of the adjacent node.

[0023] By adopting the above technical solution, the total travel cost and subordinate relationship of the explored nodes can be updated, which can help improve the accuracy of the total travel cost corresponding to the determined nodes, and thus improve the accuracy of the transportation path planning results.

[0024] Optionally, when the new traffic cost is less than the total traffic cost corresponding to the adjacent nodes, the method further includes:

[0025] The neighboring node is moved from the closed list to the open list.

[0026] By adopting the above technical solution, when the total travel cost corresponding to a node determined as an explored node is updated, the node can be re-determined as an unexplored node, so that the node can be explored again in the subsequent process, which can help to further improve the accuracy of the total travel cost corresponding to the determined node.

[0027] Optionally, the method further includes:

[0028] In the case that the neighboring node is not in the open list and the closed list, the neighboring node is added to the open list, and the new pass cost is determined as the total pass cost corresponding to the neighboring node.

[0029] By adopting the above technical solution, the nodes to be explored can be further determined during the exploration process, which can help improve the integrity of the exploration process, and further help to find nodes with low travel costs and improve the accuracy of path planning.

[0030] Optionally, the initializing the total travel cost corresponding to each of the to-be-explored nodes based on the real-time traffic information includes:

[0031] For each of the nodes to be explored, determining a first travel cost corresponding to the node to be explored based on an actual travel distance between the starting node and the node to be explored and an actual road condition of an expected travel path between the starting node and the node to be explored;

[0032] Determine a second travel cost corresponding to the node to be explored based on a heuristic estimated distance between the node to be explored and the terminal node and an expected road condition between the node to be explored and the terminal node;

[0033] The total travel cost corresponding to the node to be explored is determined based on the first travel cost and the second travel cost.

[0034] By adopting the above technical solution, the first pass cost can be determined based on the actual travel distance and the actual road conditions, the second pass cost can be determined based on the heuristic estimated distance and the expected road conditions, and finally the total pass cost corresponding to the exploration node can be determined by combining the first pass cost and the second pass cost. This can help reduce the computational complexity of the initialization process while ensuring the accuracy of the total pass cost initialization.

[0035] Optionally, determining a new travel cost based on the target node and the adjacent nodes includes:

[0036] Determine the edge travel cost between the target node and the adjacent node;

[0037] Determine the new first pass cost based on the first pass cost corresponding to the target node and the edge pass cost;

[0038] Determine the new second travel cost based on a heuristic estimated distance between the adjacent node and the terminal node and an expected road condition between the adjacent node and the terminal node;

[0039] The new pass cost is determined based on the new first pass cost and the new second pass cost.

[0040] By adopting the above technical solution, a new first pass cost can be determined based on the edge pass cost between the target node and the adjacent node and the first pass cost corresponding to the target node. In this way, the first pass cost is the pass cost from the starting node to the adjacent node via the target node, and the new pass cost corresponding to the pass path can be determined in combination with the new second pass cost.

[0041] Optionally, determining the edge travel cost between the target node and the adjacent node includes:

[0042] Determine an actual travel cost based on an actual travel distance between the target node and the adjacent node and an actual road condition of an extended travel path between the target node and the adjacent node;

[0043] The actual travel cost is adjusted based on the freight restriction corresponding to the cargo of the target vehicle and the matching degree between the target node and the extended travel path to obtain the edge travel cost.

[0044] By adopting the above technical solution, the matching of freight restrictions and paths can be taken into account in the process of determining the side travel cost, which can help improve the accuracy of the side travel cost, and further help improve the accuracy of the determined total travel cost.

[0045] Optionally, after determining whether the target node is the end node, the method further includes:

[0046] In the case where the target node is the end node, starting from the end node, the parent nodes of each node are traced back in sequence until the start node to obtain a recommended transportation path, so as to make a path recommendation for the target vehicle based on the recommended transportation path.

[0047] In the above technical solution, when the target node is the end node, it means that other processes to be explored have been completed. Since the total travel cost of the node will be updated during the exploration process, and the parent node will be updated with the update of the total travel cost, the best travel route obtained by exploration can be determined by tracing back to the starting node from the parent node of each node in turn.

[0048] In a second aspect, the present application provides a transportation route system based on satellite positioning, which adopts the following technical solutions:

[0049] A transportation route system based on satellite positioning, the system comprising a service end and a terminal device in communication connection with the service end, the terminal device being installed in a transportation vehicle, the terminal device comprising a satellite positioning module;

[0050] The server is used to execute any one of the transportation route recommendation methods based on satellite positioning provided in the first aspect.

[0051] In a third aspect, the present application provides an electronic device, which adopts the following technical solution:

[0052] An electronic device, comprising:

[0053] at least one processor;

[0054] Memory;

[0055] At least one application, wherein the at least one application is stored in a memory and configured to be executed by at least one processor, and the at least one application is configured to: execute any one of the satellite positioning-based transportation route recommendation methods provided in the first aspect.

[0056] In summary, the present application includes at least one of the following beneficial technical effects:

[0057] 1. Since the real-time position of the target vehicle can be determined based on satellite positioning data, and the transportation route between the real-time position and the destination position can be planned based on real-time traffic information, the transportation route can be dynamically adjusted based on real-time traffic information, which can help reduce the probability of vehicles encountering congestion during transportation.

[0058] 2. Since the open list can be determined dynamically, and the total travel cost from the starting node through different road nodes to the end node can be updated by exploring the adjacent nodes of the nodes to be explored in the open list, this can help to accurately determine the accuracy of the total travel cost corresponding to different road nodes, and thus help plan the transportation path with the lowest travel cost.

[0059] 3. Since the determined new pass cost is less than the total pass cost corresponding to the adjacent nodes, the new pass cost is determined as the total pass cost corresponding to the adjacent nodes. This ensures that the total pass cost corresponding to the node is the minimum pass cost corresponding to the node obtained through exploration, which can help improve the accuracy of the total pass cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1 It is a flowchart of a method for recommending a transportation route based on satellite positioning provided in an embodiment of the present application;

[0061] Figure 2 It is a flowchart of another method for recommending a transportation route based on satellite positioning provided in an embodiment of the present application;

[0062] Figure 3 It is a flowchart of a total travel cost initialization method provided in an embodiment of the present application;

[0063] Figure 4 It is a flowchart of a new method for determining a toll cost provided in an embodiment of the present application;

[0064] Figure 5 It is a flowchart of a method for determining an edge transit cost provided in an embodiment of the present application;

[0065] Figure 6 It is a structural schematic diagram of a transportation route recommendation system based on satellite positioning provided in an embodiment of the present application;

[0066] Figure 7 It is a structural schematic diagram of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0067] In order to make the purpose, technical solutions and advantages of this application more clear, the following Figure 1-7 It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0068] The present application embodiment discloses a transportation route recommendation method based on satellite positioning. Figure 1 ,The transportation route recommendation method based on satellite positioning includes the following steps:

[0069] Step 101, determining the real-time position of the target vehicle based on satellite positioning data.

[0070] Specifically, the satellite positioning data is collected by a terminal device with a satellite positioning function installed on the target vehicle. In one example, the method provided in this embodiment is run in the terminal device, and the terminal device can directly obtain the collected satellite positioning data. In another example, the method provided in this embodiment is run in other devices that are connected to the terminal device in communication, such as: running in the server, at this time, other devices can obtain the satellite positioning data collected by the terminal device based on the communication connection between the terminal device and the terminal device.

[0071] In actual implementation, the acquisition frequency of satellite positioning data can be fixed or dynamically changed. Specifically, in the case of dynamic changes in the acquisition frequency, the acquisition frequency can be dynamically adjusted based on factors such as the moving speed of the target vehicle (for example, it can be included in the satellite positioning data) and the road conditions in the area. For example, when the target vehicle moves fast and the road conditions in the area are poor, the acquisition frequency can be appropriately increased to achieve accurate monitoring of the target vehicle's position. Furthermore, the acquired satellite positioning data can be error identified and outlier processed to improve the accuracy of the satellite positioning data used for path planning. For example, the accuracy of the satellite positioning data can be determined based on the changes in the satellite positioning data.

[0072] In one example, the satellite positioning data includes Beidou positioning data and / or GPS positioning data.

[0073] Step 102, adding the real-time location as the starting point node to the open list, and adding the end point node and the candidate road nodes between the starting point node and the end point node determined based on the map network data to the open list, the open list is used to store the nodes to be explored.

[0074] The terminal node is determined based on the terminal location of the freight. Specifically, the terminal location is determined based on the freight order being executed by the target vehicle.

[0075] Candidate road nodes refer to road nodes that may be passed during transportation.

[0076] In one example, map network data includes road nodes, edges, and edge weight information, such as basic data such as road length. In actual implementation, map network data can further include detailed road network information (such as road grade, number of lanes, road name, intersection type, etc.), point of interest information (such as gas stations, service areas, toll stations, etc., location and attributes) and geographic area information (such as city boundaries, administrative area divisions, etc.). Further layering of map data is performed, for example, the road network is divided into a highway layer, a city trunk road layer, a secondary trunk road layer, and a branch road layer, so as to quickly screen and locate the vehicle according to the driving area and road type during the matching process.

[0077] Correspondingly, the candidate road nodes are obtained by selecting road nodes in the map network data. In one example, the starting point node and the end point node are connected by a straight line to obtain a connecting line; the road node whose distance from the network map data to the connecting line is less than a preset first distance threshold is determined as a candidate node.

[0078] It should be noted that the method for determining candidate road nodes is not unique, and other methods may be used to increase candidate road nodes according to actual needs during the path planning process to improve the accuracy of the final path planning result.

[0079] In one example, before step 102, the method further includes: generating an open list in response to a route update instruction, and executing step 102. The route update instruction may be generated regularly, for example, at a preset interval, or may be generated when a significant change in the real-time road conditions on the current transportation route is detected, or may be generated based on the operation of a user (driver) or an administrator, or may be generated when a target vehicle is detected entering a risk area. This embodiment does not limit the generation method of the route update instruction.

[0080] In one example, the real-time location is matched with the map network data through geographic information system (GIS) technology, and the coordinates of the real-time location are mapped to the road network of the map network data.

[0081] In some embodiments, when the target vehicle is performing a transportation task, the vehicle can be automatically matched with a suitable source of cargo based on the vehicle's current location and cargo conditions. In this way, the vehicle's load limit and multiple freight order information can be comprehensively considered to achieve stop-gap pick-up and efficient transportation task allocation, thereby effectively reducing the vehicle's empty mileage, improving vehicle utilization, and reducing corporate operating costs. At the same time, it reduces urban traffic pressure and alleviates traffic congestion caused by unreasonable driving of freight vehicles.

[0082] Step 103: Initialize the total travel cost corresponding to each node to be explored based on the real-time traffic information.

[0083] Among them, real-time traffic information is used to indicate the traffic conditions of different roads, such as: the degree of congestion of the road, whether an accident has occurred, etc. In actual implementation, the road condition data is connected to the network established with the traffic management department or the third-party road condition monitoring platform, and the real-time road conditions (such as traffic congestion, accident information, etc.) are obtained through the road condition information receiving interface. The update frequency of real-time road condition information is set according to the frequency of road condition changes. For example, the update frequency can be increased to once a minute during peak hours, and the update frequency can be appropriately reduced during periods when the road conditions are relatively stable. Furthermore, after obtaining the real-time road condition information, data cleaning is required, such as deleting duplicate data (such as the same road condition data collected multiple times at the same time) to facilitate subsequent analysis and calculation.

[0084] The total travel cost includes a first travel cost from the starting node to the node to be explored and a second travel cost from the node to be explored to the end node. Specifically, the travel cost can be determined based on the actual travel path between the two nodes, or based on the estimated travel distance between the two nodes (for example, estimating the travel distance between the two nodes through a heuristic search algorithm).

[0085] In actual implementation, the specific calculation methods of the first pass cost and the second pass cost can be the same or different, and can be determined according to actual needs. For example, the first pass cost is determined based on the actual pass path, and the second pass cost is determined based on the estimated pass distance.

[0086] Step 104: determine the to-be-explored node with the minimum corresponding total travel cost as the target node.

[0087] Specifically, since there may be multiple nodes to be explored in the open list, the purpose of determining the node to be explored as the target node is to explore the node to be explored.

[0088] In actual implementation, the total travel cost can be expressed by a numerical value, for example: by the expected travel time. In this case, the smaller the expected travel time, the smaller the total travel cost.

[0089] Step 105: Determine whether the target node is a terminal node.

[0090] Optionally, after determining whether the target node is the end node, it also includes: when the target node is the end node, starting from the end node, backtracking the parent node of each node in turn until the starting node, to obtain a recommended transportation path, so as to make a path recommendation for the target vehicle based on the recommended transportation path.

[0091] Specifically, during the node exploration process, the parent nodes of different nodes may be determined and possibly updated. The method for determining the parent node of a node is described in steps 106 to 110 below and will not be described in detail here.

[0092] In this embodiment, when the target node is the end node, it means that the path with the lowest travel cost to the end node has been determined. At this time, the path with the lowest travel cost can be obtained by tracing back from the end node through the parent nodes to the starting node.

[0093] In an example, the parent node of the end node is node D, the parent node of node D is node C, the parent node of node C is node B, and the parent node of node B is the starting node. At this time, the transportation path is from the starting node through node B, node C, node D to the end node.

[0094] In actual implementation, the route recommendation content can cover the detailed driving route of the line, display each turning point, intersection and other information in the form of map navigation, and specially mark and voice prompt complex sections; the estimated driving time is accurately calculated by comprehensively considering multiple factors such as common road conditions for bulk freight, speed limits on different sections of the road, and vehicle load; the estimated fuel consumption is estimated based on the vehicle type, load and road conditions of the route; important places along the way, such as toll stations commonly seen in bulk cargo transportation (advance reminder of toll standards and lane information), service areas (providing service facility details and distance information) and other information can also be provided in detail, so that drivers can make various preparations in advance to ensure the smooth and efficient transportation of bulk freight.

[0095] Step 106: When the target node is not the end node, determine the adjacent nodes of the target node.

[0096] The adjacent node refers to a road node in the map network data whose distance to the node to be explored is less than a preset second distance threshold. Specifically, the adjacent node may be in the open list, or may not be in the open list, as long as it is adjacent to the target node.

[0097] In actual implementation, there may be more than two adjacent nodes of the target node. In this case, each adjacent node needs to be explored separately, that is, steps 107 to 110 are performed separately.

[0098] Step 107, determining a new travel cost based on the target node and the adjacent nodes.

[0099] The new travel cost includes a new first travel cost from the starting node to the adjacent node via the target node, and a new second travel cost from the adjacent node to the end node.

[0100] In one example, the calculation method of the new first pass cost is the same as the calculation method of the above-mentioned first pass cost, and the calculation method of the new second pass cost is the same as the calculation method of the above-mentioned second pass cost.

[0101] Step 108, determining whether the neighboring node is in the open list.

[0102] Specifically, it is determined whether the adjacent node is in the open list, that is, it is determined whether the adjacent node is a node to be explored.

[0103] Step 109: When the adjacent node is in the open list, determine whether the new travel cost is less than the total travel cost corresponding to the adjacent node.

[0104] Optionally, when the adjacent node is not in the open list, other judgment steps may be performed, or the adjacent node may be directly added to the open list, and the new travel cost may be determined as the total travel cost corresponding to the adjacent node. This embodiment does not limit this.

[0105] Step 110, when the new pass cost is less than the total pass cost corresponding to the adjacent nodes, the new pass cost is determined as the total pass cost corresponding to the adjacent nodes, and the target node is determined as the parent node of the adjacent node.

[0106] Specifically, when the new travel cost is less than the total travel cost corresponding to the adjacent nodes, it means that the travel method from the target node to the adjacent nodes is better than the current travel method of the adjacent nodes. At this time, the new travel cost is updated to the total travel cost corresponding to the adjacent nodes. The total travel cost of the adjacent nodes can be reasonably reduced based on the exploration results. The target node is determined as the parent node of the adjacent node, and the travel method with low travel cost obtained by the target exploration can be recorded. This can help to continuously discover the travel method with low travel cost through the exploration of the target node, which can help to improve the accuracy of the transportation route recommendation.

[0107] Optionally, determining a new pass cost as the total pass cost corresponding to the adjacent node includes: determining a new first pass cost as the first pass cost corresponding to the adjacent node; determining a new second pass cost as the second pass cost corresponding to the adjacent node; and updating the total pass cost based on the first pass cost and the second pass cost corresponding to the adjacent node.

[0108] Furthermore, when the new second pass cost and the second pass cost are calculated in the same way, since the new second pass cost and the second pass cost corresponding to the adjacent node are both used to indicate the pass cost from the adjacent node to the end node, the new second pass cost and the second pass cost corresponding to the adjacent node are the same. At this time, there is no need to execute the step of determining the new second pass cost as the second pass cost corresponding to the adjacent node. However, since there is a difference between the new first pass cost and the first pass cost corresponding to the adjacent node, it is still necessary to determine the first pass cost corresponding to the adjacent node based on the new first pass cost and update the total pass cost.

[0109] The implementation principle of a transportation route recommendation method based on satellite positioning in an embodiment of the present application is as follows: determine the real-time position of the target vehicle based on satellite positioning data; add the real-time position as the starting point node to an open list, and add the end point node and the candidate road nodes between the starting point node and the end point node determined based on map network data to the open list, the open list is used to store the nodes to be explored, and the end point node is determined based on the end point position of this freight; initialize the total pass cost corresponding to each node to be explored based on real-time road condition information, the total pass cost includes a first pass cost from the starting point node to the node to be explored and a second pass cost from the node to be explored to the end point node; the corresponding node to be explored with the smallest total pass cost is initialized. Determine as the target node; determine whether the target node is the terminal node; if the target node is not the terminal node, determine the adjacent nodes of the target node; determine a new pass cost based on the target node and the adjacent nodes, the new pass cost includes a new first pass cost from the starting node to the adjacent node via the target node, and a new second pass cost from the adjacent node to the terminal node; determine whether the adjacent node is in the open list; if the adjacent node is in the open list, determine whether the new pass cost is less than the total pass cost corresponding to the adjacent node; if the new pass cost is less than the total pass cost corresponding to the adjacent node, determine the new pass cost as the total pass cost corresponding to the adjacent node, and determine the target node as the parent node of the adjacent node. By adopting the above technical solution, the real-time position of the target vehicle can be determined based on satellite positioning data, and the transportation path between the real-time position and the terminal position can be planned based on real-time road condition information, so that the transportation path can be dynamically adjusted based on real-time road condition information, which can help reduce the probability of vehicles encountering congestion during transportation.

[0110] At the same time, since the open list can be determined dynamically and the total travel cost from the starting node through different road nodes to the end node can be updated by exploring the adjacent nodes of the nodes to be explored in the open list, this can help to accurately determine the accuracy of the total travel cost corresponding to different road nodes, and thus help plan the transportation path with the lowest travel cost.

[0111] At the same time, since the new pass cost determined is less than the total pass cost corresponding to the adjacent nodes, the new pass cost is determined as the total pass cost corresponding to the adjacent nodes. This ensures that the total pass cost corresponding to the node is the minimum pass cost corresponding to the node obtained through exploration, which can help improve the accuracy of the total pass cost.

[0112] In some embodiments, reference Figure 2 In step 106, after determining the neighboring nodes of the target node, the method further includes:

[0113] Step 201, determining whether the adjacent node is in a closed list.

[0114] The closed list is used to store nodes that have been explored. In actual implementation, the closed list is initially empty.

[0115] In one example, in step 106, when the target node is not a terminal node, the step further includes: moving the target node from the open list to the closed list. Specifically, since when the target node is not a terminal node, the target node is explored, that is, the adjacent nodes of the target node are determined, and steps 107 to 110 are executed.

[0116] Step 202: When the adjacent node is in the closed list, determine whether the new travel cost is less than the total travel cost corresponding to the adjacent node.

[0117] Step 203, when the new pass cost is less than the total pass cost corresponding to the adjacent nodes, the new pass cost is determined as the total pass cost corresponding to the adjacent nodes, and the target node is determined as the parent node of the adjacent node.

[0118] Optionally, when the new transit cost is greater than or equal to the total transit cost corresponding to the adjacent nodes, it means that the total transit cost corresponding to the adjacent nodes is still the best transit cost, and no operation may be performed on the adjacent nodes.

[0119] Furthermore, when the new pass cost is less than the total pass cost corresponding to the adjacent node, the method further includes: moving the adjacent node from the closed list to the open list. In this way, when the total pass cost corresponding to the node determined as the explored node is updated, the node can be re-determined as an unexplored node, so that the node can be explored again in the subsequent process, which can help to further improve the accuracy of the total pass cost corresponding to the determined node and improve the accuracy of the transportation route planning result.

[0120] In the above implementation, when the target node is not the terminal node, the node to be explored that has been determined as the target node will be moved from the open list to the closed list, and when the adjacent node is in the closed list and the transit cost is less than the total transit cost corresponding to the adjacent node, the new transit cost will be determined as the total transit cost corresponding to the adjacent node, and the target node will be determined as the parent node of the adjacent node. In this way, the total transit cost and the subordinate relationship of the explored nodes can be updated, which can help improve the accuracy of the total transit cost corresponding to the determined node, and thus improve the accuracy of the transportation path planning results.

[0121] It should be noted that steps 202 to 204 may be executed before steps 108 to 110, or may be executed after steps 108 to 110, or may be executed simultaneously with steps 108 to 110. This embodiment does not limit the execution order between steps 201 to 204 and steps 108 to 110.

[0122] For further information, please refer to Figure 2 , the method provided in this embodiment also includes:

[0123] Step 204, if the adjacent node is not in the open list or the closed list, the adjacent node is added to the open list, and the new pass cost is determined as the total pass cost corresponding to the adjacent node, and the target node is determined as the parent node of the adjacent node. In this way, the nodes to be explored can be further determined during the exploration process, which can help improve the integrity of the exploration process, and further help to find nodes with low pass costs and improve the accuracy of path planning.

[0124] Specifically, when there is no adjacent node in both the open list and the closed list, it means that the adjacent node is not in the originally determined candidate road nodes, but since the adjacent node is adjacent to the original candidate pass node, the adjacent node can be added to the open list, that is, the adjacent node is determined as a candidate road node for further exploration of the adjacent node.

[0125] In one example, before adding the adjacent node to the open list, it also includes: determining whether the new pass cost is greater than the pass cost reference value; when the new pass cost is greater than or equal to the pass cost reference value, executing the step of adding the adjacent node to the open list; when the new pass cost is less than the pass cost reference value, not executing the step of adding the adjacent node to the open list. The reference cost value can be determined based on the total pass cost corresponding to each explored node in the closed list, for example: the average value of the total pass cost corresponding to each explored node is determined as the reference cost value. Or it can also be determined based on the total pass cost corresponding to each unexplored node in the open list. This embodiment does not limit the method for determining the reference cost value. In this example, the adjacent node is added to the open list only when the new pass cost is greater than or equal to the pass cost reference value. This can help ensure the validity of the nodes added to the open list, thereby helping to reduce unnecessary exploration, and further helping to improve the timeliness of path planning.

[0126] In some embodiments, reference Figure 3 Step 103, initializing the total travel cost corresponding to each node to be explored based on the real-time traffic information, includes the following steps:

[0127] Step 301 : for each node to be explored, a first travel cost corresponding to the node to be explored is determined based on an actual travel distance between the starting node and the node to be explored and an actual road condition of an expected travel path between the starting node and the node to be explored.

[0128] The actual travel distance is the length of the expected travel path between the starting node and the node to be explored.

[0129] The expected path between the starting node and the node to be explored may be a default path between the starting node and the exploration node, or may be the shortest path between the actual path and the exploration node, or the actual path may be any path between the exploration nodes.

[0130] The actual traffic condition of the expected travel path is included in the real-time traffic condition information. In one example, the actual traffic condition is represented by the degree of congestion, for example, the actual traffic condition may include at least one of the number of congestion locations, the congestion length of each congestion location, and the expected remaining congestion time of each congestion location.

[0131] In one example, the first travel cost corresponding to the node to be explored is determined based on the actual travel distance between the starting node and the node to be explored and the actual road condition of the expected travel path between the starting node and the node to be explored, including: determining the initial travel cost based on the actual travel distance; determining the road condition adjustment parameter based on the actual road condition; adjusting the initial travel cost based on the road condition adjustment parameter to obtain the first travel cost, and the first travel cost is not less than the initial travel cost. Among them, the correspondence between the congestion degree and the road condition adjustment parameter is preset. For example: the congestion duration range corresponding to each road condition adjustment parameter is preset, so that the corresponding road condition adjustment parameter can be determined based on the sum of the degree of congestion duration corresponding to each congested position in the expected travel path indicated by the actual road condition to determine the congestion duration range.

[0132] In one example, adjusting the initial traffic cost based on the traffic condition adjustment parameter includes: determining the product of the traffic condition adjustment parameter and the initial traffic cost as the first traffic cost.

[0133] Step 302 : determining a second travel cost corresponding to the node to be explored based on a heuristic estimated distance between the node to be explored and the terminal node and an expected road condition between the node to be explored and the terminal node.

[0134] The heuristic estimated distance may be the Euclidean distance or the Manhattan distance.

[0135] The expected road condition is used to indicate the possible road condition between the node to be explored and the terminal node, and the expected road condition is included in the real-time road condition information. Specifically, the expected road condition may include the road control information of the passage area between the node to be explored and the terminal node, or may be determined by the historical congestion situation between the node to be explored and the terminal node. This embodiment does not limit the method for determining the expected road condition.

[0136] It should be noted that, unlike the actual travel path used in the above-mentioned first travel cost calculation process, the second travel cost calculation process does not need to consider the actual travel path, but only needs to consider the estimated distance between the node to be explored and the end node. Therefore, the computational complexity of the second travel cost calculation will be much smaller than that of the first travel cost calculation.

[0137] Step 303: determine the total travel cost corresponding to the node to be explored based on the first travel cost and the second travel cost.

[0138] Optionally, determining a total pass cost corresponding to the node to be explored based on the first pass cost and the second pass cost includes: determining the sum of the first pass cost and the second pass cost as the total pass cost.

[0139] Furthermore, since the second pass cost is estimated, the accuracy of the second pass cost may be less than that of the first pass cost, and the farther the node to be explored is from the terminal node, the lower the accuracy of the second pass cost. In order to help improve the reference value of the total pass cost, the second pass cost can be corrected based on the accuracy parameter corresponding to the second pass cost to appropriately increase the second pass cost, and then the sum of the first pass cost and the corrected second pass cost is determined as the total pass cost. Among them, the accuracy parameter corresponding to the second pass cost can be determined based on the heuristic estimated distance between the node to be explored and the terminal node, or can also be fixed.

[0140] In the above implementation, since the first travel cost can be determined based on the actual travel distance and the actual road conditions, the second travel cost can be determined based on the heuristic estimated distance and the expected road conditions, and finally the total travel cost corresponding to the exploration node is determined by combining the first travel cost and the second travel cost, this can help reduce the amount of calculation in the initialization process while ensuring the accuracy of the total travel cost initialization.

[0141] For further reference, Figure 4 , step 107, determining a new travel cost based on the target node and the adjacent nodes, including the following steps:

[0142] Step 401, determine the edge travel cost between the target node and the adjacent nodes.

[0143] In one example, the edge travel cost is determined based on the actual travel distance between the target node and the adjacent node and the actual road condition of the expected travel path between the target node and the adjacent node. The specific implementation method can be similar to the determination method of the first travel cost in step 301 above.

[0144] Step 402: Determine a new first travel cost based on the first travel cost corresponding to the target node and the edge travel cost.

[0145] In one example, the sum of the first pass cost corresponding to the target node and the edge pass cost is determined as the new first pass cost.

[0146] Step 403 : determining a new second travel cost based on the heuristic estimated distance between the adjacent node and the terminal node and the expected road condition between the adjacent node and the terminal node.

[0147] Specifically, the specific method for determining the new second pass price in step 403 can be analogous to the specific method for determining the second pass price in the above step 302, and this embodiment will not be repeated here.

[0148] Step 404 , determining a new pass cost based on the new first pass cost and the new second pass cost.

[0149] Specifically, the specific method for determining the new toll in step 404 can be analogous to the specific method for determining the total toll in step 303 above, and this embodiment will not be repeated here.

[0150] By adopting the above technical solution, a new first pass cost can be determined based on the edge pass cost between the target node and the adjacent node and the first pass cost corresponding to the target node. In this way, the first pass cost is the pass cost from the starting node to the adjacent node via the target node, and the new pass cost corresponding to the pass path can be determined in combination with the new second pass cost.

[0151] Further, refer to Figure 5 , step 401, determining the edge travel cost between the target node and the adjacent nodes, including the following steps:

[0152] Step 501 : determining an actual travel cost based on an actual travel distance between a target node and an adjacent node and an actual road condition of an extended travel path between the target node and the adjacent node.

[0153] The actual travel distance is the length of the extended travel path between the target node and the adjacent nodes.

[0154] Specifically, the specific implementation of the actual travel cost in step 501 can be similar to the specific implementation of the total travel cost in step 303 above, and will not be described in detail in this embodiment.

[0155] Step 502 : adjusting the actual travel cost based on the matching degree between the freight restriction corresponding to the cargo of the target vehicle and the extended travel path to obtain the edge travel cost.

[0156] The freight restriction is set based on the cargo status of the target vehicle. Optionally, the freight restriction includes but is not limited to at least one of the following:

[0157] The first type is the vehicle load condition. Specifically, the vehicle load condition may be the actual load of the vehicle, or may be the actual weight of the vehicle (including the vehicle weight).

[0158] Accordingly, the actual travel cost is adjusted based on the matching degree between the freight restrictions corresponding to the cargo of the target vehicle and the extended travel path, including: determining whether the vehicle load meets the load restrictions corresponding to the extended path; if not, adding an overweight penalty cost on the basis of the actual travel cost to reduce the priority of the transport route including the extended travel path. Furthermore, the size of the overweight penalty cost is determined by the weight of the vehicle load exceeding the limit, for example: the more the weight exceeds the limit, the greater the overweight penalty cost.

[0159] The second type is the type of goods. Specifically, for the type of goods, a classification system for goods is established, and the goods are classified and coded according to their physical and chemical properties (such as whether they are flammable and explosive goods, fragile goods, liquids, large machinery, etc.), transportation requirements (such as whether they need to be refrigerated, moisture-proof, light-proof, etc.), and potential impacts on the transportation environment (such as whether there is dust pollution, odor emission, etc.). Furthermore, different cargo type codes correspond to at least one value such as different transportation risk coefficients, loading and unloading difficulty coefficients, and environmental impact coefficients.

[0160] Accordingly, the actual passage cost is adjusted based on the matching degree between the freight restrictions corresponding to the cargo of the target vehicle and the extended passage path, including: adjusting the actual passage cost based on the matching degree between the cargo type and the extended path. For example: for flammable and explosive goods, the matching degree of the path with dense population, high temperature and high risk is low, and the matching degree of the path with sparse population, low temperature and low risk is high; for fragile goods, the matching degree of the path with smooth road surface and less bumps is high. Furthermore, the cost corresponding to the buffer time can be added to the side passage cost; for goods with special environmental requirements, the matching degree of the path with corresponding environmental control facilities (such as special routes for refrigerated trucks, roads near loading and unloading sites with moisture and rainproof facilities) is high. This can help improve the accuracy of the determined side passage cost.

[0161] The third type is the volume of the cargo and / or vehicle. Specifically, the volume is converted into evaluation parameters for road space occupancy, such as the actual length, width, and height of the vehicle.

[0162] Accordingly, the actual travel cost is adjusted based on the freight restrictions corresponding to the cargo of the target vehicle and the degree of matching between the expanded travel path, including: determining whether the length, width, and height of the vehicle meet the volume restrictions corresponding to the road; if not, adding an overload penalty cost on the basis of the actual travel cost to reduce the priority of the transport route including the expanded travel path. Furthermore, when the length, width, and height of the vehicle meet the volume restrictions corresponding to the road, the difficulty of the vehicle's passage can be further determined based on the degree of matching between the volume and the road space, and then the actual travel cost can be adjusted accordingly.

[0163] Furthermore, if there are restricted conditions on the extended path, it is necessary to comprehensively consider whether the target vehicle meets the conditions. If the target vehicle does not meet the traffic mediation, the extended path is abandoned. For example, the extended path does not allow trucks to pass during the restricted time period, and the current time is during the restricted time period, so the target vehicle does not meet the traffic conditions.

[0164] The fourth is the order of cargo loading and unloading. Specifically, since a vehicle may have multiple unloading points, the cargo on the vehicle is usually stacked in a certain order. If the vehicle fails to drive to each unloading point in the predetermined order, the unloading time will be greatly increased.

[0165] Accordingly, the actual passage cost is adjusted based on the matching degree between the freight restrictions corresponding to the cargo of the target vehicle and the extended passage path, including: determining whether the extended passage path matches the cargo loading and unloading sequence; if not, adding the loading and unloading loss cost on the basis of the actual passage cost. The unloading loss cost can be fixed or determined based on the length of the extended passage path.

[0166] In the above implementation, the actual travel cost between the target node and the adjacent node can be adjusted based on the degree of matching between the cargo restrictions corresponding to the cargo of the target vehicle and the extended path corresponding to the target node to obtain the edge travel cost. In this way, the matching between the freight restrictions and the path can be taken into account in the process of determining the edge travel cost, which can help improve the accuracy of the edge travel cost, and further help improve the accuracy of the determined total travel cost.

[0167] The present application also provides a transportation route system based on satellite positioning. Figure 6 The transportation route system based on satellite positioning includes a server 610 and a terminal device 620 that is communicatively connected to the server 610 . The terminal device 620 is installed in a transportation vehicle. The terminal device includes a satellite positioning module for receiving satellite positioning data and sending it to the server 610 .

[0168] The server 610 is used to execute the transportation route method based on satellite positioning provided by the above method embodiment.

[0169] In actual implementation, the terminal device may be a vehicle-mounted navigation terminal, or a mobile phone or tablet computer running a corresponding software program (eg, customized freight software).

[0170] The present application also provides an electronic device. Figure 7 As shown, Figure 7 The electronic device 700 shown includes: a processor 701 and a memory 703. The processor 701 and the memory 703 are connected, such as through a bus 702. Optionally, the electronic device 700 may also include a transceiver 704. It should be noted that in actual applications, the transceiver 704 is not limited to one, and the structure of the electronic device 700 does not constitute a limitation on the embodiments of the present application.

[0171] Processor 701 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. Processor 701 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

[0172] The bus 702 may include a path to transmit information between the above components. The bus 702 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. The bus 702 may be divided into an address bus, a data bus, etc. For ease of representation, Figure 7 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0173] The memory 703 can be a ROM (Read Only Memory) or other types of static storage devices that can store static information and instructions, a RAM (Random Access Memory) or other types of dynamic storage devices that can store information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), a disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited thereto.

[0174] The memory 703 is used to store the application code for executing the solution of the present application, and the execution is controlled by the processor 701. The processor 701 is used to execute the application code stored in the memory 703 to implement the contents shown in the above method embodiment.

[0175] The electronic devices include, but are not limited to, mobile terminals such as mobile phones, laptop computers, PDAs (personal digital assistants), PADs (tablet computers), etc., and fixed terminals such as digital TVs, desktop computers, etc. It can also be a server terminal, etc. Figure 7 The electronic device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0176] It should be understood that although the steps in the flowchart of the accompanying drawings are shown in sequence according to the instructions of the arrows, these steps are not necessarily performed in the order indicated by the arrows. Unless otherwise clearly stated in this document, the execution of these steps is not strictly limited in order and can be performed in other orders.

[0177] The above are only some implementation methods of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A transportation route recommendation method based on satellite positioning, characterized in that: The method comprises: Determine the real-time location of the target vehicle based on satellite positioning data; Add the real-time location as the starting point node to an open list, and add the end point node and the candidate road node between the starting point node and the end point node determined based on the map network data to the open list, wherein the open list is used to store nodes to be explored, and the end point node is determined based on the end point position of this freight; Initializing the total travel cost corresponding to each of the to-be-explored nodes based on real-time traffic information, the total travel cost comprising a first travel cost from the starting node to the to-be-explored node and a second travel cost from the to-be-explored node to the end node; Determine the node to be explored with the minimum corresponding total travel cost as the target node; Determine whether the target node is the end node; In the case where the target node is not the end node, the target node is moved from the open list to the closed list, and adjacent nodes of the target node are determined, wherein the closed list is used to store nodes that have been explored; Determine a new pass cost based on the target node and the adjacent node, the new pass cost including a new first pass cost from the starting node to the adjacent node via the target node, and a new second pass cost from the adjacent node to the end node; determining whether the neighboring node is in the open list; In the case where the adjacent node is in the open list, determining whether the new pass cost is less than the total pass cost corresponding to the adjacent node; In the case where the new pass cost is less than the total pass cost corresponding to the adjacent node, the new pass cost is determined as the total pass cost corresponding to the adjacent node, and the target node is determined as the parent node of the adjacent node; After determining the adjacent nodes of the target node, the method further includes: Determining whether the adjacent node is in the closed list; In the case where the adjacent node is in the closed list, determining whether the new pass cost is less than the total pass cost corresponding to the adjacent node; In the case where the new pass cost is less than the total pass cost corresponding to the adjacent node, the new pass cost is determined as the total pass cost corresponding to the adjacent node, and the target node is determined as the parent node of the adjacent node; the adjacent node is moved from the closed list to the open list; The determining of a new travel cost based on the target node and the adjacent nodes includes: Determine the edge travel cost between the target node and the adjacent node; Determine the new first pass cost based on the first pass cost corresponding to the target node and the edge pass cost; Determine the new second travel cost based on a heuristic estimated distance between the adjacent node and the terminal node and an expected road condition between the adjacent node and the terminal node; The new pass cost is determined based on the new first pass cost and the new second pass cost.

2. The method according to claim 1, characterized in that The method further comprises: When the adjacent node is not in the open list and the closed list, the adjacent node is added to the open list, the new pass cost is determined as the total pass cost corresponding to the adjacent node, and the target node is determined as the parent node of the adjacent node.

3. The method according to claim 1, characterized in that Initializing the total travel cost corresponding to each of the to-be-explored nodes based on the real-time traffic information includes: For each of the nodes to be explored, determining a first travel cost corresponding to the node to be explored based on an actual travel distance between the starting node and the node to be explored and an actual road condition of an expected travel path between the starting node and the node to be explored; Determine a second travel cost corresponding to the node to be explored based on a heuristic estimated distance between the node to be explored and the terminal node and an expected road condition between the node to be explored and the terminal node; The total travel cost corresponding to the node to be explored is determined based on the first travel cost and the second travel cost.

4. The method according to claim 1, characterized in that: The determining of the edge transit cost between the target node and the adjacent node includes: Determine an actual travel cost based on an actual travel distance between the target node and the adjacent node and an actual road condition of an extended travel path between the target node and the adjacent node; The actual travel cost is adjusted based on the freight restriction corresponding to the cargo of the target vehicle and the matching degree between the target node and the extended travel path to obtain the edge travel cost.

5. The method according to claim 1, characterized in that After determining whether the target node is the end node, the method further includes: In the case where the target node is the end node, starting from the end node, the parent nodes of each node are traced back in sequence until the start node to obtain a recommended transportation path, so as to make a path recommendation for the target vehicle based on the recommended transportation path.

6. A transportation route system based on satellite positioning, characterized in that: The system includes a server and a terminal device connected to the server for communication, the terminal device is installed in a transport vehicle, and the terminal device includes a satellite positioning module; The server is used to execute the transportation route recommendation method based on satellite positioning as described in any one of claims 1 to 5.

7. An electronic device, characterized in that: The electronic device comprises: at least one processor; Memory; At least one application, wherein the at least one application is stored in a memory and configured to be executed by at least one processor, and the at least one application is configured to: execute the transportation route recommendation method based on satellite positioning as described in any one of claims 1 to 5.

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