Road traffic information processing method, planned route prompting method, electronic equipment, computer readable storage medium and computer program product

Abstract

The embodiment of the invention provides a road traffic information processing method, a planned route prompting method, electronic equipment, a computer readable storage medium and a computer program product, and relates to the technical field of navigation, the method comprises the following steps: acquiring traffic flow information of each road section unit in a target road network; the traffic flow information is obtained through statistics according to historical travel tracks in the target road network; judging the traffic state of each road section unit according to the traffic flow information; according to the received road closure state information, correcting a judgment result of the traffic state of the associated road section unit based on the traffic flow information; the associated road section unit is a road section unit associated with the road closure state information, and any road closure state information represents the traffic state of the associated road section unit in the target time period; and updating the traffic state of each road section unit in the target road network according to the judgment result and the correction result. According to the method and the device, the efficiency and the accuracy of the planned route are improved by obtaining the passing state which is higher in timeliness and more accurate.

Description

Technical Field

[0001] The present application relates to the field of navigation technology, and in particular to a road traffic information processing method, a route planning prompt method, an electronic device, a computer-readable storage medium, and a computer program product. Background Art

[0002] The widespread use of electronic maps has greatly facilitated people's travel. Their built-in navigation functions can intelligently plan travel routes based on the user's starting point and destination. Road accessibility is a key consideration when planning a route. If a planned route includes impassable sections, users may encounter obstacles and be forced to take detours, increasing travel time. Therefore, accurate road accessibility is crucial for navigation route planning. However, related technologies often rely on reported traffic closure information, which can be inaccurate or out of date, affecting the efficiency and accuracy of route planning. Summary of the Invention

[0003] The embodiments of the present application provide a road traffic information processing method, a route planning prompt method, an electronic device, a computer-readable storage medium, and a computer program product to alleviate or solve one or more technical problems existing in the prior art.

[0004] In a first aspect, an embodiment of the present application provides a method for processing road traffic information, comprising:

[0005] Obtaining traffic flow information for each road section unit in the target road network; the traffic flow information is obtained based on historical travel trajectory statistics in the target road network;

[0006] Determining the traffic status of each of the road section units according to the traffic flow information;

[0007] Correcting, based on the received road closure status information, a determination result of the traffic status of an associated road section unit based on the traffic flow information; the associated road section unit is a road section unit associated with the road closure status information, and any of the road closure status information indicates the traffic status of the associated road section unit during a target time period;

[0008] According to the judgment result and the correction result, the traffic status of each of the road section units in the target road network is updated.

[0009] In a second aspect, an embodiment of the present application provides a method for planning a route prompt, comprising:

[0010] Send a route planning request to the server;

[0011] receiving and prompting a first planned route fed back by the server, wherein the planned route is generated by the server based on the traffic status of each road segment unit in the target road network, wherein the traffic status is determined by judging the traffic status of each road segment unit based on traffic flow information of each road segment unit and further correcting it based on the received road closure status information;

[0012] Receive and prompt the second planned route and update reason information sent by the server, where the planned route is generated by the server based on the updated traffic status of each of the road section units, and the update reason information is used to prompt that the traffic status of the road section unit passed by the first planned route has changed.

[0013] In a third aspect, an embodiment of the present application provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory, wherein the processor implements any method of the embodiments of the present application when executing the computer program.

[0014] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, in which a computer program is stored. When the computer program is executed by a processor, the method of any one of the embodiments of the present application is implemented.

[0015] In a fifth aspect, an embodiment of the present application provides a computer program product, including a computer program, which implements any method of the embodiments of the present application when executed by a processor.

[0016] Based on the technical solutions provided in any of the above aspects, this application has at least the following beneficial effects or advantages:

[0017] The embodiment of the present application obtains the traffic flow information of each road section unit obtained based on the historical travel trajectory statistics in the target road network, judges the traffic status of each road section unit based on the traffic flow information, and then corrects the judgment result of the traffic status of the associated road section unit based on the traffic flow information according to the received road closure status information, wherein the associated road section unit is a road section unit associated with the road closure status information, and any road closure status information represents the traffic status of the associated road section unit in the target time period, and then combines the judgment result and the correction result to update the traffic status of each road section unit in the target road network. The traffic status of the road section unit can be preliminarily judged based on the traffic flow information, and the traffic status of the associated road section unit can be further corrected by integrating more reliable road closure status information to obtain a more timely and accurate traffic status, thereby improving the efficiency and accuracy of the planned route.

[0018] The above description is only an overview of the technical solution of this application. In order to more clearly understand the technical means of this application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of this application more obvious and easy to understand, the specific implementation methods of this application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In the accompanying drawings, unless otherwise specified, the same reference numerals throughout the multiple drawings represent the same or similar components or elements. These drawings are not necessarily drawn to scale. It should be understood that these drawings only depict some embodiments according to the present application and should not be regarded as limiting the scope of the present application.

[0020] Figure 1 A flowchart of a road traffic information processing method provided by an embodiment of the present application is shown;

[0021] Figure 2 A schematic diagram of a navigation system provided by an embodiment of the present application is shown;

[0022] Figure 3 A flowchart of a route planning prompt method provided by an embodiment of the present application is shown;

[0023] Figure 4 A schematic diagram of an interface of a road traffic information processing method provided in an embodiment of the present application is shown;

[0024] Figure 5 Another flow chart of a road traffic information processing method provided by an embodiment of the present application is shown;

[0025] Figure 6 Another flow chart of a road traffic information processing method provided by an embodiment of the present application is shown;

[0026] Figure 7 A time series diagram of traffic flow in a road traffic information processing method provided by an embodiment of the present application is shown;

[0027] Figure 8 Another flow chart of a road traffic information processing method provided by an embodiment of the present application is shown;

[0028] Figure 9 A block diagram of an electronic device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0029] Hereinafter, only certain exemplary embodiments are briefly described. As will be appreciated by those skilled in the art, the described embodiments may be modified in various ways without departing from the spirit or scope of the present application. Therefore, the drawings and description are to be regarded as illustrative in nature and not restrictive.

[0030] To facilitate understanding of the technical solutions of the embodiments of the present application, the following describes the related technologies of the embodiments of the present application. The following related technologies can be combined with the technical solutions of the embodiments of the present application as optional solutions, and all of them fall within the scope of protection of the embodiments of the present application.

[0031] The following are some of the nouns and terms that appear in the examples of this application:

[0032] Instant logistics: A logistics service with higher requirements on timeliness, mainly used in scenarios such as food delivery and express delivery.

[0033] Space-time trajectory: a collection of trajectory points with information such as time and space position.

[0034] Road network data: Basic road data used for route planning. Generally includes information such as road shape and weight.

[0035] Road traffic: Match the spatiotemporal trajectories to roads and count the number of trajectories on each road segment.

[0036] Path planning: Based on road network data, a certain algorithm is used to obtain the connecting route between the starting and ending points.

[0037] AOI: Area of Interest. Refers to the area of residential areas, shopping malls, industrial parks, etc.

[0038] Pick-up and delivery points: There are two important locations involved in instant logistics, namely the food (item) pick-up point and the food (item) delivery point.

[0039] Track check-in point: The track point recorded by the device when the rider stops to check in.

[0040] Aggregation: The process of obtaining the most representative single data through a large amount of similar data using a specific method.

[0041] Moving Average Model: Using the average value of the past period as a benchmark, it compares the value of the latest time window to identify changes that significantly deviate from the moving average.

[0042] XGB: Extreme Gradient Boosting, a machine learning algorithm based on the gradient boosting framework, can be applied to regression and classification problems.

[0043] ETA: Estimated time of Arrival, estimated time of arrival.

[0044] Embodiments of the present application provide a road traffic information processing method, a route planning prompt method, an electronic device, a computer-readable storage medium, and a computer program product.

[0045] refer to Figure 1 The road traffic information processing method provided in the embodiment of the present application includes the following steps:

[0046] Step 101: Obtain traffic flow information for each road section unit in the target road network; the traffic flow information is obtained based on historical travel trajectory statistics in the target road network;

[0047] Step 102: Determine the traffic status of each road section unit based on traffic flow information;

[0048] Step 103: Based on the received road closure status information, the judgment result of the traffic status of the associated road section unit based on the traffic flow information is corrected; the associated road section unit is the road section unit associated with the road closure status information, and any road closure status information represents the traffic status of the associated road section unit during the target time period;

[0049] Step 104: update the traffic status of each road section unit in the target road network according to the judgment result and the correction result.

[0050] A road network is a network of road segments that includes multiple road segment units. A road network can be obtained by actually detecting roads in advance, for example, by having a mapping vehicle drive along the road, record geographic location data, and process this data into what is called a road network in an electronic map. A target road network is a specific road network. For example, in a food delivery application, the target road network can be determined based on food delivery order information, including a road network within a preset range centered around the food delivery merchant and the ordering user. In some application scenarios, the target road network can be a road segment within a region. The region can be a city, several closely spaced districts within a city, or an area within a preset range centered around any location.

[0051] The target road network includes multiple road section units, which are divided according to a preset division method. Specifically, the division can be combined with at least one method such as the specified road section length, the specified total number of road sections, the road section bifurcation characteristics, and the road section type. For example, when dividing the road section units according to the road section bifurcation characteristics, a section of road between any two nearest adjacent bifurcation points can be divided into a road section unit. A bifurcation point refers to a node where three or more road directions intersect.

[0052] The traffic flow information of each road section unit in the target road network is obtained based on the historical travel trajectory statistics in the target road network. It is understandable that the historical travel trajectory in the target road network can be the historical travel trajectory of any road section unit in the target road network. Based on the historical travel trajectory over a period of time, the traffic flow situation of each road section unit can be statistically calculated. In some embodiments, the traffic flow information of any road section unit can include the average flow per unit time within a preset time length, and can also include the flow passing through the road section unit in each time period. The unit of flow can be expressed in terms of the number of passes. The historical travel trajectory can be collected and saved in different ways. In some application scenarios, the travel mode of the target type of user can be obtained. For example, in electronic map software for the public, the travel trajectory of the two-wheeled riding method combined with walking is collected. In software for riders, the actual travel trajectory of the rider is collected, etc.

[0053] After obtaining the traffic flow information of each road section unit in the target road network, the traffic status of each road section unit is determined based on the traffic flow information of each road section unit. The traffic status of any road section unit is used to represent the information related to the trafficability of the corresponding road section unit. For example, the traffic status may include whether the road is closed, the type of road closure, the road closure time, the congestion situation, etc. The road closure type can be divided according to different reasons for the road closure. The traffic status can be determined based on the traffic flow information. It can be based on static traffic flow conditions or on the changes in traffic flow over time over a period of time. Different judgment conditions can be set specifically.

[0054] After determining the traffic status of each road section, the judgment result of step 102 is corrected based on the received road closure status information. In some application scenarios, users of electronic map software can upload road closure status information, such as taking photos of the road closure site or taking photos of the on-site notice, etc. Alternatively, they can determine the road closure section and closure time through information published on traffic-related websites and accounts. Road closure status information is manually uploaded or generated, and therefore, its accuracy is generally higher than the results of traffic flow-based judgments. Correcting the judgment results based on traffic flow information using road closure status information can improve the accuracy of the traffic status of each road section within the target road network. Manually provided status information may not be timely. For example, a road section may be temporarily closed due to circumstances, and no notification may be issued on the traffic website or traffic account. In addition, there is no person on site to take photos and upload the road closure status information. In this case, the traffic flow information obtained through statistics can observe changes in traffic flow, thereby determining that the traffic status of the relevant road section is closed. This improves response speed and timeliness, and can make up for the gaps in manually uploaded information based on the traffic flow counted according to the actual travel trajectory.

[0055] After the correction, the traffic status of each road section unit is updated based on the judgment and correction results. In some embodiments, the traffic status of each road section unit can be updated according to a preset period, that is, steps 101 to 104 are executed at preset intervals. Optionally, the road closure status information used for correction in step 103 can include road closure status information obtained during the current update period, or road closure status information where the closure time / unclosure time determined based on the road closure status information overlaps with the current update period / next update period. It is understood that in addition to updating using a set periodic update method, different triggering update methods can also be used, such as triggering the update by receiving an update instruction.

[0056] The embodiment of the present application preliminarily determines the traffic status of the road section unit based on the traffic flow information, and further integrates more reliable road closure status information to correct the traffic status of the associated road section unit, thereby obtaining a more timely and accurate traffic status, thereby improving the efficiency and accuracy of the planned route.

[0057] In some embodiments, step 102 determines the traffic status of each road section unit based on the traffic flow information, and specifically may include executing the following steps: screening out road section units whose road types belong to the target road type in the target road network to obtain the target road section units, the default traffic status of the road section units belonging to the target road type is the road closure status, determining the traffic size of each target road section unit based on the traffic flow information, and in response to the traffic size of any target road section unit exceeding a preset threshold, determining the traffic status of the target road section unit as the non-road closure status.

[0058] In the above-described embodiment, each road segment unit may be pre-assigned with road type information. For example, each road segment unit may be distinguished by a different road segment identifier. The attribute information of each road segment unit includes a field indicating the road type information, and different road type information may be represented by different road type identifiers. For example, the road type information may include traffic attribute information of the road itself in different dimensions, such as elevated bridge, construction road, road under construction, motorway, non-motorway, one-way lane, closed community, blocked road section, abandoned road, etc. If the default traffic status of a road segment unit is determined to be road closure based on its road type information, then the road segment unit is a road segment unit of the target road type. For example, road types such as construction road and road under construction indicate that the road segment unit is in a temporary road closure state, not a default road closure state. However, road types such as the interior of a closed community, blocked road section, and abandoned road are roads with a default road closure state. For one-way roads, the default road closure state is for the opposite direction. For roads whose default access status is closed, if a certain amount of traffic, such as exceeding a preset threshold, is present, and the determination condition can further include maintaining a predetermined threshold for a period of time, the road section unit can be determined to be open. It is understood that closed status indicates impassable, but in some application scenarios, open status does not necessarily mean passable. An intermediate state can be set to indicate a suspected passable state. For example, the access status field used to indicate whether a road is passable can be set to 0 for closed status, 1 for suspected passable status, and 2 for passable status. By determining the traffic volume, road sections that are defaulted to closed status can be unblocked, rather than maintaining them in a blanket closed state. This is of great significance in some application scenarios, such as closed residential area perimeters, open roads, and abandoned but passable roads. This allows the discovery of potential passable road sections within the target road network, more effectively utilizing road resources within the target network, and providing fundamental support for more efficient and accurate route planning.

[0059] In some embodiments, step 102 determines the traffic status of each road section unit based on the traffic flow information, which may specifically include executing the following steps: for any road section unit, obtaining the traffic flow information of the road section unit, inputting the traffic flow information of the road section unit into a pre-trained machine learning model to obtain the traffic status of the road section unit. The machine learning model can be pre-trained based on training data, and the training data may include historical data and / or manually processed data. For example, the traffic flow information of each road section unit is obtained based on historical travel trajectory statistics, and an input vector for input into the machine learning model is generated based on the traffic flow information. Each road section unit is manually labeled, and the traffic status of the road section unit is marked by the label to obtain the training target of the machine learning model output vector. After the machine learning model is trained based on the training data, the machine learning model can output a judgment result on the traffic status of the road section unit based on the traffic flow information of the road section unit. By using trained machine learning models to judge traffic status based on the traffic flow confidence of road section units, the degree of automation of decision-making can be improved and the need for human intervention can be reduced. The trained model can quickly analyze large amounts of data and provide real-time, data-driven traffic status predictions. In addition, the machine learning model can be further trained using updated historical data, so that the iterated machine learning model can adapt to new traffic patterns more quickly, improving the accuracy and reliability of the model predictions over time.

[0060] In some embodiments, it is also possible to obtain the road type of the road section unit and / or the city information to which the road section unit belongs for any road section unit, and then combine the road type of the road section unit and / or the road section unit to obtain input data to the machine learning model, so that the input data involves more dimensional features of the road section unit, which helps the machine learning model generate more accurate judgment results.

[0061] In some embodiments, after executing step 104 to determine the traffic status of each road section unit based on the traffic flow information, the following steps may also be performed: filtering out road section units in the target road network whose traffic status is in a non-road closure state to obtain non-road closure section units, and for each non-road closure section unit, determining the traffic change of the non-road closure section unit over time based on the traffic flow information of the non-road closure section unit, and in response to the traffic change reaching the preset road closure condition, determining that the traffic status of the non-road closure section unit has changed from a non-road closure state to a road closure state.

[0062] Preset road closure conditions are set based on traffic flow fluctuations. For example, these conditions might include the average daily traffic flow over the past week falling to 1 / 10 of the monthly average daily traffic flow, the average weekly traffic flow over a month minus the weekly traffic flow greater than a preset value, or the difference between the daily traffic flow over the past week and the traffic flow a week earlier, where the difference continues to increase within a week. To prevent a non-closed road section from becoming closed, the system considers it closed if traffic flow drops below a certain level, as determined by traffic flow fluctuations. By setting preset road closure conditions based on time-varying traffic flow, road closures can be determined based on dynamic changes in traffic flow, rather than simply relying on historical averages or static thresholds. This allows for the identification of unusual traffic flow fluctuations and timely adjustments to the road section's traffic status. For road sections with low traffic flow or peak and low traffic periods, static thresholds are difficult to set. Determining road closures based on traffic flow fluctuations provides more accurate results.

[0063] In some application scenarios, the method provided in the embodiments of the present application can be applied to application scenarios for delivery personnel / riders. Accordingly, the historical travel trajectory includes the historical delivery trajectory in response to historical orders, and the above-mentioned step of judging that the traffic status of the non-road-closed road section unit has changed from the non-road-closed state to the road-closed state in response to the traffic change reaching the preset road closure condition can be further set to: in response to the traffic change reaching the preset road closure condition, and determining that the non-road-closed road section unit is outside the target area, and the time period when the traffic change reaches the preset road closure condition is not within the preset time period range, judging that the traffic status of the non-road-closed road section unit has changed from the non-road-closed state to the road-closed state, wherein the target area is the area where the order volume decreases within the preset time period range.

[0064] In the aforementioned application scenario, traffic flow not only correlates with road closures but also with order volume. For areas where order volume fluctuates significantly over time, such as during school holidays, orders can drop sharply, leading to a sharp drop in traffic flow in nearby areas. This sudden drop in traffic flow should not be attributed to the road closure of a section. Therefore, in addition to determining whether traffic flow changes meet the preset road closure conditions, further time periods and regions can be filtered. If a section is within the target area and the period during which traffic flow changes meet the preset road closure conditions falls within the preset time range, the traffic flow change meeting the preset road closure conditions is assumed to be due to a decrease in order volume in that area. The determination that traffic flow changes meet the preset road closure conditions for that section is ignored, and the traffic status of that section is maintained. If any section is not within the target area, or the period during which traffic flow changes meet the preset road closure conditions falls outside the preset time range, the traffic status of the corresponding section is switched from open to closed if the traffic flow changes for that section meet the preset road closure conditions. By taking into account the impact of a decrease in order volume on traffic in some application scenarios, the accuracy of judging the traffic status of road sections in specific application scenarios can be improved, making it applicable to more refined application scenarios.

[0065] In some embodiments, when updating the traffic status of each road segment unit within the target road network based on the judgment and correction results in step 104, the specific information about the traffic status can be expressed in the form of traffic status parameters, which can specifically include at least one of the following: road closure, road type, reason for closure, time period of closure, and area to which it belongs. Different types of traffic status parameters, based on different dimensions, can represent different aspects of the traffic status. Therefore, utilizing the reference information provided by these road segment unit parameters can generate more efficient and accurate planned routes.

[0066] In some embodiments, after executing step 104 and updating the traffic status of each road segment unit in the target road network based on the judgment results and the correction results, weight parameters for each road segment unit can be further set to assist in generating a planned route. Specifically, for any road segment unit, the weight parameters of the road segment unit are updated based on the traffic status of the road segment unit, and the weight parameters are used as the basis for generating a planned route. For example, the traffic status can include multiple types of traffic status parameters, and the weight parameters can also include multiple types of weight parameters. Corresponding algorithms are pre-configured for different weights, and the traffic status parameters pre-specified in the algorithm are used as known data to calculate the corresponding weight parameter values. The embodiment of the present application does not limit how to use weight parameters to generate a planned route. For example, the weight parameters can be used to represent the traffic efficiency of a road section unit. The weight parameters used to represent the traffic efficiency of the road section unit are calculated based on the traffic status parameters. Then, when planning a route, multiple passable routes can be generated based on the traffic status of whether the road section unit is passable or closed. The overall efficiency of the route is determined based on the sum of the weight parameters of each road section unit in the route, so that one or more routes with the highest efficiency are selected from the multiple generated routes and recommended to the rider. Generating weight parameters based on traffic status can improve the efficiency of route planning.

[0067] In some embodiments, after executing step 104 and updating the traffic status of each road section unit in the target road network based on the judgment result and the correction result, the closed road section unit can also be determined based on the traffic status of each road section unit after the update, and the planned route passing through the closed road section unit can be removed from the generated planned route. Here, the generated planned route can be understood as an online planned route, which can include a planned route that has been generated but not yet pushed to the user, or a planned route that has been pushed to the user's client and is still in progress. The "still in progress" can include any progress status during the process of the user viewing the planned route, selecting the planned route, or traveling along the planned route. In order to improve the responsiveness of the online planned route to traffic status updates, the generated planned routes can be deleted based on the updated traffic status to remove the planned routes that pass through the closed road section unit. Optionally, the planned route generated based on the updated traffic status can be pushed to the user's client so that the updated traffic status can be applied more quickly and in real time during the route planning process.

[0068] refer to Figure 2, provides a navigation system, including a client 201 and a server 202, the server can be a cloud service, a server cluster, etc., and the embodiment of the present application does not limit it. The road traffic information processing method provided in the embodiment of the present application can be executed by the server 202. By collecting the historical travel trajectory of the client 201, the server 202 can count the traffic flow information of each road section unit in the target road network based on the historical travel trajectory, and execute any optional technical solution of the above-mentioned road traffic information processing method. Furthermore, the server 202 can generate a planned route according to the traffic status, and notify the client 201 after updating the planned route according to the updated traffic status. Specifically, the embodiment of the present application also provides a planned route prompt method, which can be applied to the client 201, reference Figure 3 , including the following steps:

[0069] Step 301 : Send a route planning request to the server 202 .

[0070] In response to the route planning request, server 202 generates a first planned route based on the starting and ending locations set by client 201 and feeds it back to client 201. Specifically, server 202 generates the first planned route based on the traffic status of each road segment within the target road network. The traffic status is determined by determining the traffic status of each road segment based on traffic flow information and further correcting it based on received road closure information. The first planned route includes at least one route.

[0071] Step 302 : Receive and prompt the first planned route fed back by the server 202 .

[0072] After the server 202 updates the traffic status, if the traffic status of the road segments passed by the first planned route changes, the server 202 may generate a second planned route based on the updated traffic status of each road segment. This may include, but is not limited to, re-executing the route planning process to obtain the second planned route, deleting the planned routes that pass through closed road segments from the multiple generated first planned routes, or selecting a more efficient planned route from the multiple generated first planned routes after the updated traffic status. After generating the second planned route, the server 202 may send the second planned route and the reason for the planned route update to the client 201.

[0073] Step 303: Receive and prompt the second planned route and update reason information sent by the server 202. The second planned route is generated by the server 202 according to the updated traffic status of each road section unit, and the update reason information is used to prompt that the traffic status of the road section unit passed by the first planned route has changed.

[0074] The planned route prompt method applied to the client provided in the embodiment of the present application improves the efficiency and accuracy of the planned route based on the road traffic information processing method provided in the embodiment of the present application executed on the server side, and prompts the new planned route and the reason for the update according to the updated traffic status, thereby improving the response speed to changes in traffic status.

[0075] Below in conjunction with an application scenario, the method provided by the embodiment of the present application is applied to the specific implementation method in the scenario for detailed description.It should be noted that the application scenario or application example provided in this application is for ease of understanding, and the embodiment of the present application does not specifically limit the application of the technical solution.In addition, the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data need to comply with the relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0076] The following describes in detail the technical solution of this application and how it solves the aforementioned technical problems using specific embodiments. The several specific embodiments listed can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments. The following describes the embodiments of this application in detail with reference to the accompanying drawings.

[0077] The method provided in the embodiment of the present application can be applied to local life instant logistics scenarios, such as food delivery, errand running, half-day delivery and other services. For this application scenario, the accuracy, timeliness and stability requirements for road accessibility are higher than those for general logistics scenarios. When planning a delivery route for a delivery rider, whether a high-quality route can be planned and an accurate estimated time ETA can be given is based on knowing the questions of "whether there is a road" and "whether it can be walked". Therefore, whether the road accessibility is accurate is particularly important for route planning and providing ETA services. Instant logistics scenarios in local life usually use a mixture of two-wheeled riding and walking, which is quite different from public maps that mainly serve motor vehicles in terms of road accessibility. If the basic data in the public map is used, the route planning results will be inaccurate, affecting the delivery timeliness.

[0078] For the mixed travel of two-wheeled riding and walking in the instant logistics scenario, the factors affecting road accessibility can be attributed to two categories: static road types (including but not limited to motor vehicle lane closures, overpasses, tunnels, expressways, irreversible one-way roads, etc.) and dynamic temporary events (including but not limited to relatively short-term temporary events such as construction and time-sharing traffic control, and relatively long-term temporary events such as abandoned bridges, blocked roads, and closed areas such as closed residential buildings or schools). To elaborate, in addition to the types listed above, road types can also include private roads, underground parking lots, multi-story parking lots, cableways, aerial passages, cruise ship routes, sightseeing car routes, slides, underground passages, overpasses, subway passages, escalators, elevators, slopes, tunnels with non-mandatory cycling restrictions, elevators, escalators, ferries, toll roads, high-grade motor vehicle roads with isolation belts, and other roads that are not suitable or inconvenient for cycling, among which ferries are subject to time restrictions.

[0079] Therefore, in the initial state, each road segment unit may be configured with static road type information to indicate the traffic status of the corresponding road segment unit, such as whether it is suitable for cycling or walking. In some embodiments, each road segment unit may be assigned a unique identifier to distinguish different road segment units. Each road segment unit may also be configured with fields containing attribute information, including but not limited to whether the road is closed, the type of road closure, the road closure time, and the periodic road closure period. See the table below.

[0080]

[0081]

[0082] The downstream application modules in the above table refer to the fact that in some application scenarios, the server divides the route planning process into different modules. After the module used to generate the traffic status parameters (fields) of the road segment unit is updated, the downstream modules can use the updated traffic status parameters to provide different data support for the route planning process. For example, the weight module is a module used to determine the weight of the road segment unit, the strategy module can be used to judge some special situations as shown in the table, and the recall module is used to find the road segment units that meet the conditions. In addition, it can also be applied to the sorting module and the ETA module. The sorting module can be used to sort the multiple planned routes generated, and the ETA module can be used to calculate the estimated arrival time of the planned route.

[0083] It should be noted that in real-time logistics scenarios, a mixed route of two-wheeled riding and walking is planned, so riding and walking need to be considered comprehensively. The middle of the route is mainly for riding, while short walks are tolerated at the end. For example, an overpass can be walked but not ridden, but it cannot be determined as impassable across the board, as riders may park and walk to the residential area under the overpass to make deliveries. Therefore, these road types cannot be completely set as impassable, but need to be analyzed and judged in combination with the rider's actual travel trajectory and traffic flow. For example, road segment units can be labeled / attributed with riding and walking tags, so that the tags / attribute information can be combined when planning routes. For restricted access areas, such as closed communities and some universities, riders are not allowed to enter, and this can also be determined in combination with the rider's actual travel trajectory and traffic flow. In some embodiments, for each AOI, the relationship between the rider's historical check-in points and the AOI boundary can be used to determine whether it is an inaccessible AOI. If the historical check-in points are all on or outside the AOI boundary, the road segment units within the AOI are closed. When there are nested AOIs or intersecting AOIs, the parent AOI is selected based on the AOI coverage and AOI area sorting, and the AOI with the largest coverage is selected. In addition to the internal road section units, the first and last nodes of the road section unit are also required to be within the AOI area to prevent the road section unit from connecting the AOI boundary with the outside. In addition, the road section unit with large traffic volume may also be a non-closed road section unit such as the boundary or open sub-area, and can also be unblocked. These non-closed road section units can be judged by combining the static road type and the statistical road section unit traffic volume, so that the road section units that can be passed can be unblocked.

[0084] In the embodiment of the present application, the actual flow rate of the rider's historical travel trajectory is counted to assist in determining the above-mentioned factors affecting road accessibility. When a road section unit changes due to dynamic temporary events (such as unblocking due to completion of construction, temporary traffic control closure, etc.) or static basic regulations (such as a new lane marked as a non-motorized vehicle lane on a road section that originally only had motor vehicle lanes), it will be reflected in the change in flow rate. Therefore, without violating the regulations, the flow rate change can be used as a reference to assist in determining whether the closed road section is unblocked and whether the non-closed road section has become closed.

[0085] For local real-time logistics scenarios, riders, rider network managers, etc. can submit road closure status information through the status reporting portal provided by the client. The road closure status information can provide the time when the road section unit is unblocked / closed. Figure 4 The following is an example of a status submission interface. Figure 5After receiving the road closure status report, the server backend submits it to a manual or artificial intelligence model for authenticity review. If it fails the manual verification, the uploaded road closure status information will be rejected. If it passes the authenticity verification, the road section units affected by the road closure status information and the affected time period will be determined. The traffic status parameters of the road section units will be synchronously updated and maintained based on the road closure status information, and online planned routes can be updated in real time. Updates to online planned routes include but are not limited to the immediate deletion of planned routes passing through closed road section units and the regeneration of new planned routes. Since road closure status information has been reviewed and is a dynamic temporary event that is randomly and irregularly uploaded, compared with the changes to statistical traffic caused by static road types and dynamic temporary events, road closure status information has higher accuracy and real-time performance, and the priority of setting the traffic status of road section units is also higher.

[0086] In response to receiving irregularly uploaded road closure status information, the server can process the planned route of the road section unit in real time. In addition, the traffic status data of the road section unit can be updated regularly according to the preset period. Figure 5 The traffic status parameters of the road section unit are updated daily. The basis for daily updates includes statistical traffic flow information and road closure status information received that day. When planning routes, the server obtains the latest traffic status parameters of the road section unit for planning.

[0087] against Figure 5 For the steps to update the traffic status parameters of the road section unit on a daily basis, please refer to Figure 6 For the specific implementation process. First, each road section unit is initialized, and the traffic status of the initialized road section unit is set to passable (the link_available field is 2). Then, according to the road type of each road section unit, the traffic status and road closure type fields of each road section unit are modified and set. The server processes the actual movement trajectory of the rider obtained on the day, counts the traffic flow information of each road section unit in the target road network, and generates the traffic flow data for the day. Then, for the road section unit with a traffic status link_available field of 0, that is, an inaccessible road section unit, if the road section unit has a stable flow that exceeds the preset threshold on that day, the link_available field of the road section unit can be set to 1, that is, suspected to be inaccessible (non-road closure state). If the road section unit has no flow or the flow is still small on that day, no changes will be made. In addition, the road closure status information received on the day must be integrated. If there is a conflict between the setting of traffic status parameters determined based on traffic flow and the setting of traffic status parameters determined based on the road closure status information, the road closure status information shall prevail, and the traffic status parameters of the road section unit shall be set based on the road closure status information.

[0088] In addition to unblocking the road section units according to the traffic volume, the traffic volume can also be used to explore whether there are road section units that are closed due to temporary dynamic events. If the traffic volume of a certain road section unit is found to have dropped sharply according to the traffic changes, the road section unit will be set as a closed road section unit. Of course, in the event of a conflict with the road closure status information, the road closure status information will still prevail. How to judge whether the traffic volume of a certain road section unit has dropped sharply can be pre-configured according to different situations. For example, for any road section unit, the server can obtain the traffic sequence of the road section unit in the past period of time. The traffic sequence reference Figure 7 . After data preprocessing such as smoothing, the following methods can be used to detect whether abnormal changes have occurred in road traffic flow and find road section units that meet the conditions for a sudden drop in traffic flow: Using the Moving Average Model, the average traffic flow over the past period of time is used as a comparison benchmark, and compared with the traffic flow in the current latest time window, to identify changes that significantly deviate from the moving average. Based on the ratio and absolute value of the traffic change, it can be determined whether the traffic flow of the road section unit has dropped suddenly. Specifically, an example is that the traffic flow in the last 7 days / the average traffic flow every 7 days within 30 days = the recent traffic ratio, the average traffic flow in 7 days over 30 days - the traffic flow in the last 7 days = the recent traffic change number. If the recent traffic change number is > 35 and the recent traffic ratio is < 0.1 and the traffic flow in the last 7 days is <= 4, then it is considered that the traffic flow of the road section unit has dropped suddenly, and the road section unit can be set as a road closure section unit.

[0089] Furthermore, in order to avoid the situation where changes in order volume in delivery applications lead to changes in traffic, the time periods of winter and summer vacations, Spring Festival and National Day holidays can be avoided in the temporal dimension, and the areas around schools and dormitories can be avoided in the spatial dimension. This is because the number of orders will drop sharply during school holidays, and may even cause traffic to drop to near zero. Therefore, after determining that the road section units meet the conditions for a sudden drop in traffic, the road section units that occur within the target period and target area can be eliminated based on exceptions in the temporal and spatial dimensions. In other words, the situation where the road section units within these target areas meet the conditions for a sudden drop in traffic during the target period can be ignored.

[0090] refer to Figure 8After performing data preprocessing, detecting road sections with sudden traffic drops, and eliminating noise in the road section units with sudden traffic drops (road section units within the target area during the target period), the confidence of the road section unit can be further predicted based on the machine learning model. The numerical value of the confidence can be used to indicate whether the road section unit is closed. The training process of the machine learning model can obtain training data based on historical data or manual labeling. The machine learning model can choose to use the XGB (eXtreme Gradient Boosting) model, which is an algorithm based on the gradient boosting decision tree. The input data of the XGB model includes but is not limited to the attribute information of the road itself (such as road grade, road type, etc.), information about the city where it is located, traffic flow information (recent traffic ratio, recent traffic change number, traffic in the past seven days, etc.), etc. When training the XGB model, the range of each model parameter of the XGB model can be defined, and the grid search (GridSearch) and cross-validation (Cross-Validation) algorithms can be used to find the best model parameter combination for the machine learning model. After the XGB model is trained, it's uploaded to the cloud and integrated into the entire route planning process. Daily traffic-based predictions are routinely performed, screening road sections with confidence levels above a certain threshold to determine if they are closed. For example, the confidence threshold can be set to 0.5, meaning any road section with a confidence level above 0.5 is considered passable and retained. After integrating traffic drops, noise removal, and the confidence level of the machine learning model's predictions, this information is combined to determine whether a road section should be closed.

[0091] The above-mentioned specific implementation method of the method provided by the embodiment of the present application in the instant logistics scenario judges the road accessibility based on the instant logistics scenario: studying the characteristics of the local life instant logistics scenario, finely classifying the reasons for impassability, and making differentiated judgments for different types of roads, can effectively improve the accuracy of path planning and enhance user experience. In addition, it comprehensively considers static road types and physical reality events, and based on spatiotemporal trajectory traffic data, it conducts differentiated mining for impassable road types such as basic road closures, impassable areas for cycling and walking, impassable areas, and dynamic temporary events, overcoming many shortcomings of traditional road accessibility mining methods. The advantages of the above-mentioned technical solution include: timeliness, precision, and higher accuracy. The spatiotemporal trajectory data of the riders is updated in real time every day. Therefore, through the daily routine operation of the above-mentioned technical solution, the timeliness of mining and updating road accessibility is high, and closed and unblocked roads can be discovered in a timely manner. Since the actual tracks of instant logistics are all over the streets and alleys, they can reach the nerve endings of the road network. It can cover the roads within the distribution range to a large extent. Compared to using third-party public electronic map services, this technical solution provides specialized, differentiated mining for delivery scenarios, resulting in a higher accuracy rate in determining road accessibility. Furthermore, this technical solution is relatively low-cost, leveraging existing trajectory data to mine road accessibility information without incurring additional data collection costs.

[0092] Figure 9 FIG. 1 is a block diagram of an electronic device for implementing an embodiment of the present application. Figure 9 As shown, the electronic device includes: a memory 901 and a processor 902. The memory 901 stores a computer program that can be executed on the processor 902. When the processor 902 executes the computer program, the method in the above embodiment is implemented. The number of memory 901 and processor 902 can be one or more. In a specific implementation, the electronic device may also include a communication interface 903 for communicating with external devices and exchanging data.

[0093] In a specific implementation, if the memory 901, the processor 902, and the communication interface 903 are implemented independently, the memory 901, the processor 902, and the communication interface 903 can be connected to each other via a bus and communicate with each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 9 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0094] Optionally, in a specific implementation, if the memory 901 , the processor 902 , and the communication interface 903 are integrated on a chip, the memory 901 , the processor 902 , and the communication interface 903 may communicate with each other through an internal interface.

[0095] An embodiment of the present application provides a computer-readable storage medium storing a computer program, which implements the method provided in the embodiment of the present application when the program is executed by a processor.

[0096] An embodiment of the present application provides a computer program product, including a computer program, which implements the method provided in the embodiment of the present application when executed by a processor.

[0097] An embodiment of the present application also provides a chip, which includes a processor for calling and executing instructions stored in the memory from the memory, so that a communication device equipped with the chip executes the method provided in the embodiment of the present application.

[0098] An embodiment of the present application also provides a chip, including: an input interface, an output interface, a processor and a memory. The input interface, the output interface, the processor and the memory are connected through an internal connection path. The processor is used to execute the code in the memory. When the code is executed, the processor is used to execute the method provided in the embodiment of the application.

[0099] It should be understood that the processor may be a CPU (Central Processing Unit), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. It is worth noting that the processor may be a processor that supports the Advanced RISC Machines (ARM) architecture.

[0100] Furthermore, optionally, the above-mentioned memory may include a read-only memory and a random access memory. The memory may be a volatile memory or a non-volatile memory, or may include both volatile and non-volatile memory. Among them, the non-volatile memory may include a read-only memory (ROM), a programmable read-only memory (PROM), an erasable programmable read-only memory (EPROM), an electrically erasable programmable read-only memory (EEPROM), or a flash memory. The volatile memory may include a random access memory (RAM), which is used as an external cache. By way of example but not limitation, many forms of RAM are available. For example, static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link DRAM (SLDRAM) and direct memory bus random access memory (DR RAM).

[0101] In the above embodiments, all or part of the embodiments may be implemented using software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments may be implemented in the form of a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the processes or functions according to the present application are generated in whole or in part. The computer may be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions may be stored in a computer-readable storage medium or transferred from one computer-readable storage medium to another.

[0102] In the description of this specification, the reference terms "one embodiment," "some embodiments," "example," "specific example," or "some examples" mean that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. Moreover, the specific features, structures, materials, or characteristics described may be combined in any appropriate manner in any one or more embodiments or examples. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification, as well as features of different embodiments or examples, unless they are mutually inconsistent.

[0103] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. Throughout the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0104] Any process or method described in the flowchart or otherwise described herein can be understood to represent a module, segment or portion of code comprising one or more executable instructions for implementing the steps of a specific logical function or process. The scope of the preferred embodiments of the present application includes other implementations in which the functions may be performed in a different order than shown or discussed, including performing the functions substantially simultaneously or in reverse order depending on the functions involved.

[0105] The logic and / or steps described in the flowchart or otherwise described herein, for example, can be considered as an ordered list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by an instruction execution system, apparatus or device (such as a computer-based system, a system including a processor or other system that can fetch instructions from an instruction execution system, apparatus or device and execute instructions), or used in combination with such instruction execution systems, apparatuses or devices.

[0106] It should be understood that various parts of the present application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. All or part of the steps of the above embodiment method can be completed by instructing the relevant hardware through a program, which can be stored in a computer-readable storage medium. When the program is executed, it includes one or a combination of the steps of the method embodiment.

[0107] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing module, or each unit may exist physically separately, or two or more units may be integrated into a single module. The aforementioned integrated modules may be implemented in the form of hardware or in the form of software functional modules. If the aforementioned integrated modules are implemented in the form of software functional modules and sold or used as independent products, they may also be stored in a computer-readable storage medium. The storage medium may be a read-only memory, a magnetic disk, or an optical disk, etc.

[0108] The above is merely an exemplary embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any person skilled in the art can easily conceive of various modifications or substitutions within the technical scope described in this application, and such modifications or substitutions should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A method for processing road traffic information, comprising: Obtain traffic flow information of each road section unit in the target road network; The traffic flow information is obtained based on historical travel trajectories within the target road network; Determining the traffic status of each of the road section units according to the traffic flow information; Correcting, based on the received road closure status information, a determination result of the traffic status of the associated road section unit based on the traffic flow information; The associated road section unit is a road section unit associated with the road closure status information, and any of the road closure status information represents the traffic status of the associated road section unit in the target time period; According to the judgment result and the correction result, the traffic status of each of the road section units in the target road network is updated.

2. The method according to claim 1, wherein The determining of the traffic status of each of the road section units according to the traffic flow information includes: Screening out road segment units of a target road type in the target road network to obtain target road segment units; the default traffic status of the road segment units of the target road type is a road closure status; Determining the flow rate of each target road section unit according to the traffic flow information; In response to the flow rate of any of the target road section units exceeding a preset threshold, it is determined that the traffic status of the target road section unit is a non-road closure status.

3. The method according to claim 1, wherein The determining of the traffic status of each of the road section units according to the traffic flow information includes: For any of the road section units, obtaining the traffic flow information of the road section unit; The traffic flow information of the road section unit is input into a pre-trained machine learning model to obtain the traffic status of the road section unit.

4. The method according to claim 3, wherein: Before inputting the traffic flow information of the road section unit into the pre-trained machine learning model, the method further includes: For any of the road section units, obtaining the road type of the road section unit and / or the city information to which the road section unit belongs; The step of inputting the traffic flow information of the road section unit into a pre-trained machine learning model includes: inputting the road type of the road section unit and / or the road section unit, and the traffic flow information of the road section unit into a pre-trained machine learning model.

5. The method according to claim 1, wherein After determining the traffic status of each of the road section units according to the traffic flow information, the method further includes: Screening out the road section units whose traffic status is in a non-road closure state in the target road network to obtain non-road closure section units; For each of the non-road closure section units, determining a flow change of the flow size of the non-road closure section unit over time according to the traffic flow information of the non-road closure section unit; In response to the traffic change reaching a preset road closure condition, it is determined that the traffic state of the non-road closure section unit changes from the non-road closure state to the road closure state.

6. The method according to claim 5, wherein: The historical travel trajectory includes a historical delivery trajectory in response to historical orders; In response to the traffic change reaching a preset road closure condition, determining that the traffic state of the non-road closure section unit is changed from the non-road closure state to the road closure state includes: In response to the traffic change reaching the preset road closure condition, and determining that the non-road closure section unit is outside the target area, and the time period during which the traffic change reaches the preset road closure condition is not within the preset time period, it is judged that the traffic status of the non-road closure section unit is changed from the non-road closure state to the road closure state; wherein, the target area is an area where the order volume decreases within the preset time period.

7. The method according to claim 1, wherein The updating of the traffic status of each of the road section units in the target road network according to the judgment result and the correction result includes: According to the judgment result and the correction result, the traffic status parameters of each of the road section units are updated; the traffic status parameters include at least one of the following: whether the road is closed, the road type, the reason for the road closure, the road closure period, and the area to which it belongs.

8. The method according to claim 1, wherein After updating the traffic status of each of the road section units in the target road network according to the judgment result and the correction result, the method further includes: For any of the road section units, the weight parameter of the road section unit is updated according to the traffic status of the road section unit; the weight parameter is used as a basis for generating a planned route.

9. The method according to claim 1, wherein After updating the traffic status of each of the road section units in the target road network according to the judgment result and the correction result, the method further includes: Determine the road closure section unit according to the updated traffic status of each road section unit; Among the generated planned routes, the planned routes passing through the road closure section unit are removed.

10. A route planning prompt method, applied to a client, comprising: Send a route planning request to the server; receiving and prompting a first planned route fed back by the server, wherein the planned route is generated by the server based on the traffic status of each road segment unit in the target road network, wherein the traffic status is determined by judging the traffic status of each road segment unit based on traffic flow information of each road segment unit and further correcting it based on the received road closure status information; Receive and prompt the second planned route and update reason information sent by the server, where the second planned route is generated by the server based on the updated traffic status of each of the road section units, and the update reason information is used to prompt that the traffic status of the road section unit passed by the first planned route has changed.

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