CN103376116A - Scenic route planning in vehicle navigation - Google Patents

Abstract

The invention relates to landscape route planning in vehicle navigation. A method for planning a route, comprising: generating a route buffer; judging whether a link is in the route buffer; and if the link is in the route buffer, automatically prompting the user that the route can be planned. described route.

Description

Scenic Route Planning in Vehicle Navigation

technical field

The present invention relates to the field of navigation, and in particular to scenic route planning in vehicle navigation.

Background technique

Path planning is to plan the optimal path for vehicles to reach the target point based on specific digital road network information and real-time traffic information. The so-called optimal can be the shortest in distance, the fastest in time, the cheapest in economy, the least number of turns, or the best in other senses. Currently there are usually the following priority modes:

●Time priority (or high speed priority)

The route calculated to minimize the vehicle travel time on the road.

●Distance Priority

The route calculated to minimize the road distance traveled by the vehicle.

●Minimum charge

In order to make the vehicles walk on the road as far as possible to avoid toll roads, the travel cost of users is the lowest.

●Do not take high speed

In order to make the vehicle walk on the road as far as possible to avoid the expressway, for example, when the expressway is closed in a foggy day, the user can try not to take the expressway to reach the destination.

The above planning strategy can meet the needs of most users. However, with the rise of self-guided driving tours in recent years, users hope that they can enjoy the scenery along the way when arriving at the destination, so as to bring fun and vitality to the long journey life. Based on this, we introduce a new planning strategy for users to choose, that is, "scenic route" planning in vehicle navigation. As the name suggests, "scenic route" planning is a planning mode that makes vehicles travel along the scenic route as much as possible.

The above-mentioned scenic route planning is different from tourist route planning. Tourism route planning refers to the design and organization of travel tour routes for tourists by tourism service departments. For tourists, the planned route should be the most economical, convenient, time-saving, rich in content, reasonable in distribution of viewing points, dense and dense, without going back and forth, so that the whole journey is full of fun and rhythm. Tourist route planning is the design of scenic spot routes in the tourist route, and its purpose is to ensure the convenience and richness of tourist activity routes. To carry out this planning, its main input data information is each tourist attraction. Scenic route planning focuses on providing users with the optimal route to their destinations, while making travel easier for users, while taking into account the scenic routes along the way. To plan scenic routes, it is required to identify roads with scenic route attributes in the navigation electronic map data. It can be seen that the focus of tourist route planning is different from that of scenic route planning. The former takes tourist attractions as the basic input, while the latter takes the scenic route and roads in the navigation electronic map as the basic input. Figure 1 shows a comparison between the two.

Scenic route planning in vehicle navigation as a new application scenario has not been described in the published literature so far. Existing vehicle navigation systems generally only provide planning strategies such as time priority, distance priority, least toll, and no high-speed routes for users to choose, and cannot plan scenic routes. Therefore, the planned route cannot meet the demand of "taking the scenic route as much as possible".

In addition, if a priority strategy is added to the planning route setting for users to choose, scenic route planning can also be realized. As shown in Figure 2. However, this implementation mainly has the following disadvantages:

●Every time a new strategy is added in the navigation map storage model, there will be a large amount of precompiled content based on this strategy, resulting in a sharp increase in the amount of data. Usually, the amount of newly added data for a strategy can reach hundreds of MB.

●When "all strategies" calculate routes at the same time, adding a new strategy means calculating one more route at the same time, increasing the amount of memory used for planning, and lengthening the planning time.

●When the "scenic route" is selected as a strategy, the user can plan the scenic route at any time, but in fact only a small part of the roads in the map data are "scenic route" roads. Scenic route planning is still forced in distant places. The planned route is too far away and unreasonable. At this time, the scenic route planning is of little practical significance. As shown in Figure 3.

Contents of the invention

According to an aspect of the present invention, a method for planning a route includes: generating a route buffer; judging whether a link is in the route buffer; and if the link is in the route buffer, sending The user is automatically prompted to be able to plan the route.

According to an aspect of the present invention, wherein the route is a scenic route, the route buffer is a scenic route buffer, and the link is a link where the vehicle is currently located.

According to an aspect of the present invention, wherein the prompt includes displaying selectable items for planning the route and/or a voice prompt to plan the route.

According to an aspect of the present invention, when the vehicle enters the route buffer zone, the voice prompt is performed only once.

According to an aspect of the present invention, wherein, when the vehicle enters another route buffer zone after leaving the route buffer zone, the voice prompt is performed only once.

According to one aspect of the present invention, it also includes: recording the time when the voice prompt is performed and/or the position of the vehicle when the voice prompt is performed, and when the vehicle leaves the route buffer zone, it enters the When the route is buffered, based on the comparison between the time when the voice prompt is given and the current time and/or the comparison between the position of the vehicle when the voice prompt is given and the current position of the vehicle, it is judged whether to perform the said prompt again. voice prompts.

According to an aspect of the present invention, wherein the route buffer is generated by extending a predetermined distance along the route to both sides of the route.

According to an aspect of the present invention, it further includes: if the user chooses to plan the route based on the prompt, planning the route based on virtual route passing points that limit the link nodes that the vehicle must pass through .

According to an aspect of the present invention, 2 data bits are used in the attribute data of the link to identify whether the link is in the scenic route and the scenic route buffer.

According to another aspect of the present invention, a device for planning a route includes: a generation module, used to generate a route buffer; a judging module, used to judge whether a link is in the route buffer; and a prompt module, used Because if the link is in the route buffer, the automatic prompt can plan the route.

Description of drawings

Figure 1 shows the comparison between scenic route planning and tourist route planning;

Figure 2 shows an illustration of adding a scenic route planning strategy to a conventional planned route setting;

Figure 3 shows an illustration of forced scenic route planning at a great distance from the "scenic route" road;

Fig. 4 shows an illustration based on the "prompt when the scenic route is available" application scenario without adding a scenic route planning strategy in the planned route setting according to an embodiment of the present invention;

Fig. 5 shows a flow chart of route planning based on the application scenario of "prompt when the scenic route is available" according to an embodiment of the present invention;

FIG. 6 shows a technical architecture diagram of landscape route planning including a data compilation phase and a navigation application phase according to an embodiment of the present invention;

FIG. 7 shows a schematic diagram of a scenic route buffer according to an embodiment of the present invention;

Fig. 8 shows a schematic diagram of generating a buffer zone for a scenic route by extending the road to both sides along the scenic route according to an embodiment of the present invention;

FIG. 9 shows a schematic diagram of a comparison between Link and SrchLink according to an embodiment of the present invention;

Fig. 10 shows a schematic diagram of state transitions of three extended states NEW, OPEN, and CLOSE of Srchlink during the road extension process according to an embodiment of the present invention;

FIG. 11 shows a schematic diagram of adding an initial extended Link list to an OPEN queue according to an embodiment of the present invention;

Fig. 12 shows a schematic diagram of limiting road expansion within the buffer zone according to an embodiment of the present invention;

FIG. 13 shows a flow chart of generating a scenic route buffer according to an embodiment of the present invention;

Fig. 14 shows a schematic diagram of cost comparison between a scenic route and a non-scenic route according to an embodiment of the present invention;

Fig. 15 shows a schematic diagram of automatically creating scenic routes via points according to an embodiment of the present invention;

Fig. 16 shows a schematic diagram of a vehicle's route to a virtual scenic route via point according to an embodiment of the present invention;

Fig. 17 shows a schematic diagram of a virtual scenic route via a point to a destination route according to an embodiment of the present invention;

Fig. 18 shows a schematic diagram of merging scenic routes according to an embodiment of the present invention;

FIG. 19 shows an overall structure diagram for organizing path planning results in units of segments according to an embodiment of the present invention;

Fig. 20 shows a schematic diagram of a scenic route guidance prompt according to an embodiment of the present invention;

FIG. 21 shows a schematic diagram of guidance hints between two scenery buffers according to an embodiment of the present invention; and

Fig. 22 shows a flowchart of a scenic route guidance prompt according to an embodiment of the present invention.

Detailed ways

Based on the above discussion, the newly added "scenic route" strategy is not an ideal application mode. In fact, scenic route planning can not be enabled at any time, only when there is a "scenic route" road within a certain range (such as 10KM) near the driving vehicle, it is reasonable to carry out scenic route planning at this time. Therefore, the present invention introduces a new application scenario, that is, "prompt when the scenic route is available". Compared with the method of directly adding the "scenic route" strategy, the difference is that the "scenic route" strategy is not added to the planning options, that is, the user cannot plan the scenic route during the initial planning, as shown in Figure 4.

In this case, the vehicle still drives according to the regular route. When the vehicle arrives near the scenic route, the route guidance module of the navigation system will automatically prompt the user that "the scenic route can be planned" at this time. After confirmation, press the "scenic route" mode to restart Calculate route. The application scenario is shown in FIG. 5 .

The above application scenarios have the following advantages: no new strategies are added during the initial planning, and there is no need to add compiled data; when multiple strategies are planned at the same time, the path planning speed and memory usage will not be affected by the new strategies; prompts when scenic routes are available: usually The user does not know whether there is a scenic route nearby. The navigation system automatically recognizes that there is a scenic route near the vehicle and prompts the user to plan the scenic route. When there is a "scenic" route, it is not known to enable the scenic route planning in time; and the scenic route planning is reasonable: through the buffer range of the scenic route (such as 10KM), it is ensured that the scenic route will only be enabled when there is a "scenic route" near the vehicle Route planning, the planned route is relatively reasonable, and it will not go too far because of the scenic route.

Fig. 6 shows a technical architecture diagram of landscape route planning including a data compilation phase and a navigation application phase. The PSF (Physical Storage Format) in Figure 6 refers to the predefined data organization method for fast access to stored data in the navigation system based on efficiency and memory considerations. The typical physical storage format is KIWI. Data compilation refers to the process of converting navigation electronic map data into physical storage format (PSF), and the data generated by data compilation is used in the navigation engine. The road (arc, Link (link)) has a unique number, which is a section of the real road divided by nodes, and the road type (high-speed road, ramp, ordinary road, etc.), road level (according to road type and road The road importance level set by the width, the higher the level, the higher the importance), the length of the road, the name of the road, the direction of the road, the number of the two connecting nodes (the first node is the starting point, the second node is the end point, the direction from the start point to the end point is the road driving direction), and information such as the number list of connected points of interest is recorded in the attribute data. Node (Node) has a unique number, which is the intersection of two or more roads, and can be used to classify the node type (expressway entrance, expressway exit, expressway divergence, ordinary road intersection, etc.), traffic regulation, connection Information such as a road number list is recorded in attribute data. Satellite positioning and road matching refers to receiving satellite signals through the vehicle-mounted GPS (Global Positioning System) receiver, calculating the latitude and longitude of the current vehicle, and matching the vehicle to a road according to the latitude and longitude of the vehicle and road network data. As can be seen from Figure 6, the core content of scenic route planning mainly involves three major aspects, namely (I) generation of scenic route buffers; (II) scenic route planning algorithm; and (III) scenic route guidance hints. The following focuses on these three aspects.

(I) Generation of Scenic Route Buffer

When the value of the "road attribute" field in the navigation electronic map data is a scenic route, the road is identified as a scenic route in data collection, and usually the scenic route is some continuous roads. The scenic route buffer zone refers to all roads within a certain distance (such as 10KM) around the "scenic route" road. As shown in Figure 7.

1) Scenic route buffer storage structure

The item type "B" in Table 1 indicates that the storage unit is "bit", which is represented by two bits in the road attribute, and the second and third bits are respectively the scenic road buffer sign and the scenic road sign. When the road is a scenic road, it is also a road in the scenic road buffer zone.

Table 1

2) The role of scenic route buffer zone

The scenic route buffer is the work completed in the path planning data compilation stage, and is used by the navigation system to find that there are scenic route roads near the vehicle. When the vehicle enters the scenic route buffer zone, it means that it is not far from the scenic route road, and the navigation guidance module needs to prompt the user to plan the scenic route.

3) Scenic route buffer generation algorithm

The scenic route buffer generation process is actually a road expansion process. It can be vividly imagined as: along all the scenic routes, the roads are extended to both sides at the same time, and the extension stops when the extension distance exceeds 10KM, as shown in Figure 8.

The road extension algorithm may be based on Dijkstra's algorithm for the shortest path between two points. There are usually two ways to express the Dijkstra algorithm: one uses permanent and temporary labels, and the other uses OPEN and CLOSE tables. The latter method is more suitable for navigation electronic map applications, and its general process is as follows:

Create two tables: OPEN table, CLOSE table. The OPEN table saves all nodes that have been generated but have not been examined, and the CLOSE table records the nodes that have been inspected.

(1) Visit the point in the road network that is closest to the starting point and has not been checked, put this point into the OPEN table and wait for checking.

(2) Take out the nearest point from the starting point from the OPEN table, find out all the child nodes of this point, and put this point into the CLOSE table.

(3) Traverse the child nodes of this point. Find the distance value of these sub-nodes from the starting point, and put the sub-nodes into the OPEN table.

(4) Repeat steps (2) and (3) until the OPEN list is empty, or the target point is found.

However, because the Dijkstra algorithm is used to find the shortest path between two points, in order to adapt to the scenic route buffer generation algorithm, the algorithm is adjusted in this embodiment, mainly as follows:

(1) Extended Link (SrchLink) structure definition

Roads in the real world are represented by Link. Compared with Link, SrchLink is used to express the road in the process of path expansion, recording the status, direction, cost and other information of SrchLink. A one-way road corresponds to a SrchLink, which is regarded as two-way traffic For roads, a Link corresponds to two SrchLinks. A schematic diagram of Link and SrchLink is shown in FIG. 9 .

Table 2 below records the status, direction, cost and other information of SrchLink.

Table 2

As can be seen from Table 2 above, Srchlink has three extended states: NEW, OPEN, and CLOSE. These three extended states are described in Table 3:

table 3

Fig. 10 shows a schematic diagram of state transitions of the three extension states NEW, OPEN, and CLOSE of Srchlink during the road extension process.

(2) Determination of the initial extended Link list

Because all scenic route roads need to be extended to both sides, all scenic route roads can be used as the initial link for expansion, and their initial cost (distance) values are set to be 0, and all of them are added to the OPEN queue. The OPEN queue is stored in an array, as shown in Figure 11.

(3) Road extension algorithm and limitation of extension range

Take out the top element of the OPEN queue (with the minimum cost), and change the SrchLink state to the CLOSE state. Extend all subsequent roads of this road, calculate the cost of each subsequent road (that is, the cumulative distance to the subsequent road), and perform different processing according to the current expansion state of the subsequent road:

NEW: If it does not exceed the buffer zone of the scenic route, join the OPEN queue and change to the OPEN state. After adding new elements, the OPEN queue is re-heap sorted to ensure that the cost of the top element is the smallest.

OPEN: It means that the SrchLink has been extended and reached before, if the current SrchLink cost is less than the original cost, it means that it is better to reach the SrchLink from the current path, then modify its preceding SrchLink, and update the cost to the new cost, otherwise the cost remains unchanged . If the SrchLink cost changes, the OPEN queue needs to be reordered.

CLOSE: Indicates that the SrchLink has been closed and no processing is required.

In order to ensure that the road extension process does not exceed the distance limit (such as 10KM) of the scenery buffer zone, if the cumulative distance to the road is greater than 10KM, the road will not be added to the OPEN queue, as shown in Figure 12.

(4) Extended termination conditions

When all elements in the OPEN queue are expanded, the OPEN queue is empty and the expansion ends.

(5) Extended road list acquisition

During the road extension process, the Links added to the OPEN queue are saved in the extended road list, and all the extended roads are the roads within the scenery buffer zone. Iterate over all extended roads, set as scenic route buffer flags.

FIG. 13 shows a flow chart of generating the above-mentioned scenic route buffer.

(II) Landscape route planning algorithm

1) Increase the priority of "scenic route" roads in path calculation

When planning the "scenic route", in order to make the vehicle travel on the scenic route as much as possible, by increasing the priority of the "scenic route" road in the route calculation, the planned route can be made to follow the "scenic route" road as much as possible. Making "scenic route" roads have a smaller cost when calculating road costs increases their priority.

When the conditions that need to calculate the scenic route and the current road is a scenic route are met at the same time, the road cost of the scenic route can be calculated by the following formula:

"Scenic route" road cost = original cost/100.

2) Virtual scenic route passing points

In this embodiment, a virtual scenic route via points is introduced. This is because, even if the priority of the "scenic route" road is increased in route calculation, its value cannot be negative, and the minimum value can be 0, no matter how small the cost of the "scenic route" road is. If the cost of taking the "scenic route" road is still greater than the cost of other routes at this time, then the planned route will not take the "scenic route" road. For example, as shown in Figure 14, when not taking the scenic route, its cost sum is 8+6+10=24, and when taking the scenic route, its cost sum is: 15+9+0+0+16+13= 53. It can be seen that even if the road priority of the scenic route is increased and its cost is set to the minimum value of 0, the total cost (53) is still greater than the total cost of the non-scenic route (24) because of the detour. If the planned route is generated according to the principle of minimum total cost, the scenic route will not be taken in the planned route result.

Therefore, in order to ensure that the planned route passes through the "scenic route" road, in this embodiment, the passing point of the virtual scenic route is added so that the passing point is on the scenic route road. Because the via point is a must-reach intermediate point set in the planned route, it limits that the planned route must pass through the scenic route road. Corresponding to the passing points set by the user, the passing points of the scenic route automatically created by the program are called the passing points of the virtual scenic route.

The method of creating virtual scenic route passing points is, for example, starting from the current vehicle position, adding the road to the OPEN queue, using the expansion algorithm similar to the scenic route buffer generation algorithm, and stopping the expansion when the arriving road has the scenic route attribute . One end node of the scenic route road is taken out as the passing point of the scenic route. FIG. 15 shows a schematic diagram of automatically creating scenic route via points.

3) Plan the route of the vehicle to the passing point of the virtual scenic route

After creating the virtual scenic route passing points, take out the route of the vehicle to the scenic route road. FIG. 16 shows a schematic diagram of the route of the vehicle to the via point of the virtual scenic route.

4) Planning virtual scenic route via point to destination route

Planning the virtual scenic route via point to the destination route includes: taking the virtual scenic route via point as the starting point, and the destination of the original planned route remains unchanged; setting the current planning as scenic route planning to increase the priority of the scenic route road; And call the path planning algorithm to recalculate the route. Path calculation between two points is a basic function of the navigation system, and will not be described in detail here. FIG. 17 shows a schematic diagram of a virtual scenic route via a point to a destination route.

5) Merge two planned routes

A complete scenic route planning algorithm is combined by two planned routes (starting point->virtual scenic route via point, represented by RoutPart1; virtual scenic route via point->end point, represented by RoutPart2), as shown in FIG. 18 .

The path planning results are organized in segments, and a segment represents a continuous road segment with the same road name on the planned route. The overall structure is shown in Figure 19.

The overall information of the scenic route is combined according to the following formula:

Overall size = RoutPart1 overall size + RoutPart2 overall size;

Estimated travel distance = RoutPart1 estimated travel distance + RoutPart2 estimated travel distance;

Estimated travel time = RoutPart1 estimated travel time + RoutPart2 estimated travel time;

Segment Number = RoutPart1 Segment Number + RoutPart2 Segment Number; and

Selected Link information = RoutPart1 starting point selected Link information + RoutPart2 end point selected Link information.

Merge the segment list information of the scenic route based on the following steps: traverse all the segments of the planned route from the starting point to the scenic route via point, and add them to the merged scenic route; traverse all the segments of the planned route from the scenic route via point to the end point, added to the merged scenic route; and renumbering the segment numbers in the merged scenic route from 0.

(III) Scenic Route Guidance Tips

When the vehicle is driving on the planned route and the Link is located within the scenic buffer zone, the voice prompt "There is a scenic route nearby, you can plan the scenic route" will be automatically broadcast; at the same time, the "Scenic Route Planning" button will be displayed on the human-machine interface (HMI) , the user can click the button to plan the scenic route. The schematic process of the scenic route guidance prompt is shown in FIG. 20 .

In one embodiment, for the display of the "scenic route planning" button, each cycle of the path guidance determines whether the "scenic route planning" button needs to be displayed. First read the GPS point of the current vehicle and match it with the road, and the matched Link is the road where the current vehicle is located. If the LINK where the vehicle is located has a scenic buffer zone logo, send a specific message to the HMI to display the "Scenic Route Planning" button; if the Link where the vehicle is located has no scenic buffer zone logo, send another specific message to the HMI to cancel the "Scenic Route Planning" button.

In one embodiment, for controlling the voice broadcast frequency of the scenic route, the interval standard for the voice broadcast prompt of the scenic route is: no repeated prompting in the same scenic buffer zone; repeat prompting in the next scenic buffer zone. Figure 21 shows a schematic diagram of guidance hints between two scenery buffers.

In one embodiment, each scenic route buffer has a unique ID (numbered from 0), and the scenic route buffer ID (ScenicAreaID) is recorded on the road. When the ScenicAreaID where the road is located is changed, restart the voice announcement of the scenic route. In order to avoid frequent prompts when the vehicle is driving on the border of the scenic route buffer zone when entering or exiting the scenic route buffer zone, a certain time (or distance) interval must be met, and no prompts will be given within this interval. When the interval type is time, record the time of the last prompt after each prompt, and make a judgment every time the path guidance cycle. If it is currently in the scenery buffer zone, compare the interval time from the last prompt to this path guidance cycle with the standard value, if it is less than the standard value, it will not prompt, otherwise it will prompt. When the interval type is distance, record the position of the last prompt point after each prompt, and make a judgment every time the path guidance loops. If it is currently in the scenery buffer zone, compare the distance from the last prompt point to the current point with the standard value, if it is less than the standard value, it will not prompt, otherwise it will prompt.

Table 4 below shows the relevant data structures.

Table 4

FIG. 22 shows a flowchart of a scenic route guidance prompt according to an embodiment of the present invention.

According to the technical solution of the embodiment of the present invention, the following technical effects are achieved: by introducing the scenic route planning function into the navigation system, the user can enjoy the scenery along the way when arriving at the destination, which greatly enriches the user experience and expands the Navigation application field; the application scenario of "prompt when the scenic route is available" has advantages in planning rationality, planning efficiency, and compiled data file size; data compilation is fast. When the "scenic route" buffer is generated, because it only needs to expand the roads within a certain range around the scenic route (such as 10KM), the search range is small and the compilation speed is fast; the additional scenic route data has a small amount of data; each Link attribute Only two bits need to be added to identify the scenic route road and the scenic route buffer road, and the planning efficiency of the scenic route is high. And the landscape route planning realized based on the present invention can be applied to the front-mounted vehicle navigation system, which greatly enriches the user's journey life.

The foregoing has been presented for purposes of illustration and description, but is not exhaustive or exemplary. Many modifications and alterations will be apparent to those of ordinary skill in the art. The foregoing was chosen and described in order to explain the subject matter and practical application of the invention and to enable others of ordinary skill in the art to understand that various modifications of the foregoing teachings of the invention are possible for particular uses contemplated.

Claims (18)

1. A method for planning a route, comprising: generate route buffer; determine whether the link is in the route buffer; and If the link is in the route buffer, the user is automatically prompted that the route can be planned. 2. The method of claim 1, wherein: The route is a scenic route, the route buffer is a scenic route buffer, and the link is the link the vehicle is currently on. 3. The method of claim 2, wherein: The prompting includes displaying selectable items for planning the route and/or voice prompting enables planning the route. 4. The method of claim 3, wherein: When the vehicle enters the route buffer zone, the voice prompt is only performed once. 5. The method of claim 3, wherein: When the vehicle enters another route buffer zone after leaving the route buffer zone, the voice prompt is only performed once. 6. The method of claim 4, further comprising: Recording the time when the voice prompt is performed and/or the position of the vehicle when the voice prompt is performed, and when the vehicle enters the route buffer after leaving the route buffer zone, based on the voice prompt The time when the prompt is made is compared with the current time and/or the position of the vehicle when the voice prompt is performed is compared with the current position of the vehicle to determine whether to perform the voice prompt again. 7. The method of any one of claims 1 to 6, wherein: The route buffer is generated by extending a predetermined distance along the route to both sides of the route. 8. The method of any one of claims 2 to 6, further comprising: If the user chooses to plan the route based on the prompt, the route is planned based on the virtual route passing points that limit the link nodes that the vehicle must pass through. 9. The method according to any one of claims 2 to 6, wherein 2 data bits are used in the attribute data of the link to identify whether the link is in the scenic route and the scenic route. in the route buffer. 10. A device for planning a route, comprising: A generating module for generating route buffers; a judging module, configured to judge whether a link is in the route buffer; and A prompting module, configured to automatically prompt that the route can be planned if the link is in the route buffer. 11. The apparatus of claim 10, wherein: The route is a scenic route, the route buffer is a scenic route buffer, and the link is the link the vehicle is currently on. 12. The apparatus of claim 11, wherein: The prompting includes displaying selectable items for planning the route and/or voice prompting enables planning the route. 13. The apparatus of claim 12, wherein: The prompt module only performs the voice prompt once when the vehicle enters the route buffer zone. 14. The apparatus of claim 12, wherein: The prompt module only performs the voice prompt once when the vehicle enters another route buffer zone after leaving the route buffer zone. 15. The apparatus of claim 13, further comprising: A recording and comparison module, configured to record the time when the voice prompt is performed and/or the position of the vehicle when the voice prompt is performed, and when the vehicle leaves the route buffer zone, it enters the route buffer zone again At this time, based on the comparison between the time when the voice prompt is performed and the current time and/or the comparison between the position of the vehicle and the current position of the vehicle when the voice prompt is performed, it is judged whether to perform the voice prompt again . 16. The apparatus of any one of claims 10 to 15, wherein: The generating module generates the route buffer by expanding along the route to both sides of the route by a predetermined distance. 17. The apparatus of any one of claims 11 to 15, further comprising: A planning module, configured to plan the route based on virtual route passing points that limit the link nodes that the vehicle must pass through if the user chooses to plan the route based on the prompt. 18. The apparatus according to any one of claims 11 to 15, wherein 2 data bits are used in the attribute data of the link to identify whether the link is in the scenic route and the scenic route. in the route buffer.

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