CN118097998B

CN118097998B - Road state prompting method, system, storage medium and electronic equipment

Info

Publication number: CN118097998B
Application number: CN202410494039.7A
Authority: CN
Inventors: 张红; 陈婧; 贾斐
Original assignee: Tianjin Jingwei Zhitu Information Technology Co ltd
Current assignee: Tianjin Jingwei Zhitu Information Technology Co ltd
Priority date: 2024-04-24
Filing date: 2024-04-24
Publication date: 2024-06-28
Anticipated expiration: 2044-04-24
Also published as: CN118097998A

Abstract

A road state prompting method, a system, a storage medium and electronic equipment relate to the field of auxiliary driving. The method comprises the following steps: acquiring traffic information and extracting a limit tag in the traffic information; receiving driving information sent by a user side, and determining at least one limiting road section in the driving route and limiting elements of each limiting road section according to the driving route and the limiting label in the driving information; according to the driving information and the limiting elements, calculating an early warning value of the user side passing through the first limiting road section; if the early warning value is larger than the early warning threshold value, judging whether a detour route exists or not; if the detour route exists, a first road state instruction is sent to the user side so as to prompt the user side to change the driving route; and if the detour route does not exist, sending a second road state instruction to the user side so as to prompt the user side to drive the first restricted road section according to the second road state instruction. By implementing the technical scheme provided by the application, the road condition change can be dynamically adapted, and personalized prompt is provided for the user.

Description

Road state prompting method, system, storage medium and electronic equipment

Technical Field

The application relates to the technical field of auxiliary driving, in particular to a road state prompting method, a system, electronic equipment and a storage medium.

Background

With the rapid development of social economy, road traffic is increasingly complex, and various traffic limiting events are frequent. Such traffic limiting events include traffic lane limiting due to construction, accidents, bad weather, etc. If the driver fails to know the limit information in time and takes appropriate countermeasures, the driver may face problems such as travel delay, traffic violations and even potential safety hazards.

In the prior art, some navigation software can display the congestion status of the road in real time, and optimize the driving route according to the congestion status. However, the above method only focuses on road condition and ignores the cause of the limiting event, and cannot analyze and process the local limiting road section in a targeted manner, so that the driver can not make an optimal decision according to the driving information of the driver.

Disclosure of Invention

The application provides a road state prompting method, a system, a storage medium and electronic equipment, which can dynamically adapt to road condition changes and provide personalized prompts for users.

In a first aspect of the present application, the present application provides a road status prompting method, including:

Acquiring traffic information and extracting a limit tag in the traffic information;

Receiving driving information sent by a user side, and determining at least one limiting road section in the driving route and limiting elements of each limiting road section according to the driving route and the limiting label in the driving information;

before the user side enters a first limiting road section in the driving route, calculating an early warning value of the user side passing through the first limiting road section according to the driving information and the limiting elements, wherein the early warning value is used for evaluating whether the user side can safely and quickly pass through the first limiting road section under the driving information, the safe passing means that the user side passes through the first limiting road section on the premise of meeting limiting measures in the limiting elements, and the quick passing means that the waiting time of the user side passing through the first limiting road section in the limiting time in the limiting elements is smaller than a preset time threshold;

if the early warning value is larger than the early warning threshold value, judging whether a detour route exists or not;

If the detour route exists, generating a first road state instruction according to the detour route, and sending the first road state instruction to the user side so as to prompt the user side to change the driving route;

and if the detour route does not exist, generating a second road state instruction according to each limited road section in the driving route, and sending the second road state instruction to the user side so as to prompt the user side to drive the first limited road section according to the second road state instruction.

By adopting the technical scheme, the standardized restriction labels in the traffic information are extracted, so that the restriction road sections and restriction attributes in the driving route can be matched quickly. The influence of various factors in the driving information and the limiting elements is comprehensively considered when the early warning value is calculated, and the capability of a user to safely and quickly pass through the first limiting road section can be accurately estimated. When the early warning value is too high, the optimal detour route can be automatically judged, and risks are avoided to the greatest extent. If no alternative detour route exists, a road state prompting instruction is generated and sent so as to prompt the risk of the limitation. Real-time risk monitoring and active assistance of the limited road section are realized, and driving safety is effectively improved. The road condition change can be dynamically adapted, personalized prompts are provided for users, and driving experience and efficiency are improved.

Optionally, the acquiring traffic information and extracting the restriction tag in the traffic information include:

collecting traffic information of a plurality of channels, and cleaning the traffic information;

analyzing the cleaned traffic information to obtain a plurality of limiting elements of the road in a limiting state, wherein the limiting elements comprise limiting reasons, limiting time, limiting roads and limiting measures;

and generating a limit label according to the limit reason, the limit time, the limit road and the limit measure.

By adopting the technical scheme, the traffic information of a plurality of channels is acquired, and more comprehensive and accurate original limit data can be acquired so as to ensure the effect of subsequent information extraction. And the collected multi-source heterogeneous data is cleaned, redundant and invalid information can be removed, and the analysis efficiency is improved. And analyzing the cleaned data, identifying structural key elements of the limiting event, and being beneficial to accurately judging the limited range and influence of the route. And generating a standardized limit label according to the analyzed structural elements, and establishing a corresponding relation between the elements and the label so as to facilitate subsequent quick retrieval and use.

Optionally, the method further comprises:

And after the user side passes through the first limiting section in the driving route, taking the next limiting section in the current driving route of the user side as the first limiting section, and re-executing the step of calculating the early warning value of the user side passing through the first limiting section.

By adopting the technical scheme, after the user drives over the first restricted road section, the restricted road section queue can be updated, and the previous second restricted road section is set as a new first restricted road section. And re-acquiring related limiting element information for the new first limiting road section, and re-running the risk early warning value calculation process by combining the latest driving data. Therefore, the risk of the limited road sections appearing in each sequence in the front route is continuously evaluated, and real-time monitoring of the whole route is realized.

Optionally, the driving information further includes driving weather, road condition, driver level, and driving vehicle, the limiting element further includes a limiting reason, and calculating, according to the driving information and the limiting element, an early warning value of the user terminal passing through the first limiting road section includes:

substituting driving weather, road conditions, driver level, driving vehicles, limiting reasons, limiting time and limiting measures in the limiting elements into a first preset formula to obtain an early warning value of the user side passing through the first limiting road section;

the first preset formula is as follows:

；

Wherein P is the warning value, T _W is a weather factor, representing the influence of the driving weather, R is a road factor, representing the influence of the road condition, D is a driver level factor, representing the influence of the driver level, V is a vehicle adaptability factor, representing the ability of the driving vehicle to adapt to the driving weather and the road condition, C is a limiting factor, representing the influence of the limiting cause, T _S is a limiting start time in the limiting time, T _E is a limiting end time, L is the distance from the current position of the user side to the limiting road section, S is the predicted average speed of the user side, T _CU is the current time, and W ₁、W₂、W₃、W₄ respectively represents weight coefficients for adjusting the importance of each factor in the calculation of the warning value;

Wherein max (0, T _S-T_CU) indicates that if T _CU is less than Ts, the ue waits for the limitation to start, and if T _CU is greater than or equal to T _S, the term is 0; max (0, T _CU-T_E) indicates that if T _CU is less than T _E, the ue arrives before the end of the restriction, and if T _CU is greater than or equal to T _E, this is 0.

By adopting the technical scheme, the first preset formula considers various influencing factors in the driving information, including the influence of driving weather, road conditions, driver level, vehicle adaptability and the like on traffic safety, and the limiting effect of limiting reasons, time and the like in limiting elements on traffic. By setting different weight coefficients, the importance degree of each influence factor in calculation can be adjusted according to actual needs. The first preset formula also comprehensively considers key parameters such as distance, speed, time difference and the like, and can accurately evaluate whether a user can safely and quickly pass through a limited road section.

The first preset formula fully utilizes various data in the driving information and the limiting elements to perform quantitative risk calculation analysis. Compared with simple experience judgment, the method can realize more accurate and intelligent early warning value evaluation by using the first preset formula, and more accurately reflect the safety condition and time cost of the user by limiting the road section.

Optionally, the determining whether a detour exists includes:

judging whether a detour route exists according to the driving route;

if the detour route exists, judging whether a limited road section with the early warning value larger than the early warning threshold exists in the detour route;

If no limited road section with the early warning value larger than the early warning threshold exists in the detour route, generating a first road state instruction according to the detour route, and sending the first road state instruction to the user side;

And if the detour route does not exist, or a restricted road section with the early warning value larger than the early warning threshold exists in the detour route, generating a second road state instruction according to the restriction elements of each restricted road section in the driving route and the driving information.

By adopting the technical scheme, when the early warning value of the original route is too high, the system can judge whether an alternative detour route exists except the current route preferentially so as to avoid the high-risk road section as much as possible and ensure driving safety. If the detour route is determined to exist, the risk value of each road section of the detour route needs to be judged, and if the detour route risk is too high, the user cannot be recommended. Only when the risk of the detour route is controllable, a first road state instruction is generated and issued to the user, and the detour route is recommended to be changed. If the bypass route with controllable risks does not exist at all, the system can generate a second road state instruction according to the condition of each limited road section of the current route, and carry out driving prompt on the limited road section with high risk.

Optionally, the driving information further includes driving weather, road conditions, driver level, and driving vehicle, the limiting element further includes a limiting reason, and the generating the second road state instruction according to each limiting road segment in the driving route includes:

determining each restricted road section after the first restricted road section in the driving route as a target restricted road section;

Substituting the driving information, the limiting elements of the first limiting road section and the limiting elements of each target limiting road section into a second preset formula to obtain a recommended driving speed of the first limiting road section;

Generating a second road state instruction according to the recommended driving speed;

wherein the second preset formula includes:

；

Wherein V ₁ is the recommended driving speed, V ₂ is the standard driving speed range of the user side, f (W, D, P, V) is an influence function integrating the driving weather, the road condition, the driver level and the driving vehicle, H (N ₁,N₂,…,N_m) is an influence function of one or more target restricted road segments, and m represents the number of target restricted road segments;

Wherein, ；

Wherein h _j(N_j) is a passing time function h (N) of the jth target restricted road section, N _j is an actual passing time of the jth target restricted road section, i _j represents a presence index of the target restricted road section, i _j is 1 if the target restricted road section exists, and i _j is 0 if the target restricted road section does not exist;

Wherein, ；

Wherein N is the actual passing time, N _opt is the optimal passing time, k _n is the adjustment coefficient, and gamma is the parameter for adjusting the steepness of the tanh () function;

Wherein, ；

Where k _W、k_D、k_P、k_V is a weight coefficient.

By adopting the technical scheme, the second preset formula firstly considers various factors in the driving information, and the comprehensive evaluation is carried out through the influence function f. And simultaneously introducing an influence function H, and evaluating the comprehensive influence of a plurality of subsequent target restricted road sections. After the standard speed range is determined, the second set formula can be combined with various influencing factors to dynamically calculate the recommended speed suitable for the current environment and road conditions.

Compared with the simple preset speed threshold, the second preset formula fully utilizes the state information of the environment, the vehicle, the road condition and the like to adjust the speed in real time. For the first limited road section, the recommended speed not only considers the factors of the road section, but also considers the limiting condition of the subsequent road section, so that the integral regulation and control are realized. The calculated speed can be balanced to the greatest extent between safety and efficiency.

Optionally, the method further comprises:

The driving distance of the user side from the next limiting road section is taken as a quotient with the opening time of the next limiting road section, and a first speed is obtained;

If the first speed is in the drivable speed range of the user side, if the first speed is greater than a second speed currently driven by the user side, the second speed is increased to obtain a recommended driving speed; if the first speed is smaller than the second speed, the second speed is reduced, and the recommended driving speed is obtained;

And generating a third road state instruction according to the recommended driving speed, and sending the third road state instruction to the user side so as to prompt the user side to drive according to the third road state instruction.

By adopting the technical scheme, the first speed is calculated through the ratio of the distance from the current position of the user to the next limited road section to the opening time of the limited road section. The first speed reflects the vehicle speed required to reach the next restricted road section from the current position steady travel available point. When the first speed is in the normal speed range, if the first speed is greater than the current speed, the current speed is increased to the first speed and is used as the recommended speed; if the speed is smaller than the current speed, the current speed is reduced to the first speed so as to realize stable connection with the next limited road section, and the situation of sudden deceleration or unnecessary waiting is avoided.

In a second aspect of the application there is provided a road condition prompting system comprising:

the restriction label extracting module is used for acquiring traffic information and extracting restriction labels in the traffic information;

The limiting road section determining module is used for receiving driving information sent by a user side, and determining at least one limiting road section in the driving route and limiting elements of the limiting road sections according to the driving route and the limiting labels in the driving information;

The early warning value calculation module is used for calculating an early warning value of the user side passing through a first limiting road section according to the driving information and the limiting elements before the user side enters the first limiting road section in the driving route, wherein the early warning value is used for evaluating whether the user side can safely and quickly pass through the first limiting road section under the driving information, the safe passing means that the user side passes through the first limiting road section on the premise of meeting limiting measures in the limiting elements, and the quick passing means that the waiting time of the user side passing through the first limiting road section in the limiting time in the limiting elements is smaller than a preset time threshold;

the early warning value judging module is used for judging whether a detour route exists or not if the early warning value is larger than an early warning threshold value;

The first road instruction generating module is used for generating a first road state instruction according to the detour route if the detour route exists, and sending the first road state instruction to the user side so as to prompt the user side to change the driving route;

And the second road instruction generating module is used for generating a second road state instruction according to each limited road section in the driving route if the detour route does not exist, and sending the second road state instruction to the user side so as to prompt the user side to drive the first limited road section according to the second road state instruction.

In a third aspect the application provides a computer storage medium storing a plurality of instructions adapted to be loaded by a processor and to perform the above-described method steps.

In a fourth aspect of the application there is provided an electronic device comprising: a processor, a memory; wherein the memory stores a computer program adapted to be loaded by the processor and to perform the above-mentioned method steps.

In summary, one or more technical solutions provided in the embodiments of the present application at least have the following technical effects or advantages:

By adopting the technical scheme of the application, the standardized restriction labels in the traffic information are extracted, which is helpful for quickly matching the restriction road sections and restriction attributes in the driving route. The influence of various factors in the driving information and the limiting elements is comprehensively considered when the early warning value is calculated, and the capability of a user to safely and quickly pass through the first limiting road section can be accurately estimated. When the early warning value is too high, the optimal detour route can be automatically judged, and risks are avoided to the greatest extent. If no alternative detour route exists, a road state prompting instruction is generated and sent so as to prompt the risk of the limitation. Real-time risk monitoring and active assistance of the limited road section are realized, and driving safety is effectively improved. The road condition change can be dynamically adapted, personalized prompts are provided for users, and driving experience and efficiency are improved.

Drawings

Fig. 1 is a flow chart of a road state prompting method according to an embodiment of the present application;

fig. 2 is a schematic structural diagram of a road status prompting system according to an embodiment of the present application;

fig. 3 is a schematic structural diagram of an electronic device according to the disclosure.

Reference numerals illustrate: 300. an electronic device; 301. a processor; 302. a communication bus; 303. a user interface; 304. a network interface; 305. a memory.

Detailed Description

In order that those skilled in the art will better understand the technical solutions in the present specification, the technical solutions in the embodiments of the present specification will be clearly and completely described below with reference to the drawings in the embodiments of the present specification, and it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments.

In describing embodiments of the present application, words such as "for example" or "for example" are used to mean serving as examples, illustrations, or descriptions. Any embodiment or design described herein as "such as" or "for example" in embodiments of the application should not be construed as preferred or advantageous over other embodiments or designs. Rather, the use of words such as "or" for example "is intended to present related concepts in a concrete fashion.

In the description of embodiments of the application, the term "plurality" means two or more. For example, a plurality of systems means two or more systems, and a plurality of screen terminals means two or more screen terminals. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating an indicated technical feature. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless expressly specified otherwise.

In an embodiment, please refer to fig. 1, fig. 1 is a flow chart of a road state prompting method provided in an embodiment of the present application, which may be implemented by a computer program, and the computer program may be integrated in an application or may operate as an independent tool application. The method can be realized by depending on a singlechip, and can also be operated in a road state prompting system based on a von Neumann system. Specifically, the method may include the steps of:

S101: and acquiring traffic information and extracting a limit tag in the traffic information.

The traffic information refers to data and information reflecting road traffic states and is used for providing decision support for navigation and travel. In the embodiment of the present application, traffic information may be understood as information reflecting road restrictions or regulations collected through various channels. Traffic information will be used to match driving routes, calculate the risk and time costs of the route passing through the restricted area, and generate road status cues and route recommendations, etc.

Illustratively, the traffic information may include: construction control information, traffic accident information, severe weather traffic control information, and the like, which cause a road traffic restriction or an increase in risk. The system may periodically obtain traffic information. That is, the traffic information is acquired when the user initiates the navigation request, and the traffic information which is newly issued can also be acquired from each channel periodically. The traffic information held by the system can be ensured to be up to date by adopting a mode of periodic acquisition, and the current most accurate road restriction condition is reflected. The time interval for periodic acquisition may be preset by the system, for example, a request for an update of a traffic information channel every 5 minutes, or an update of information every day for a specified period of time, or the like.

Further, the restriction label refers to a result of performing preset classification and standardized labeling on key elements reflecting road restriction in the traffic information. For example, a "high speed-accident-semi-closed" format is used to label the closed state resulting from an accident occurring at a high speed.

Setting the limit label can be used for representing the key information of the limit, and is beneficial to information extraction and storage. Meanwhile, the corresponding relation between the limiting elements and the standard labels is established, and related limiting information can be quickly searched. Different types of limit tags may help evaluate different effects of limits on routes.

On the basis of the above embodiment, as an alternative embodiment, S101: the method for obtaining traffic information and extracting the limit labels in the traffic information specifically further comprises the following steps:

S201: and collecting traffic information of a plurality of channels, and cleaning the traffic information.

Wherein, a plurality of channels refer to data sources used by the system for collecting the original traffic information. These channels include various network systems and databases containing traffic information, such as announcements issued by traffic management authorities, messages from highway operator websites, data interfaces of map service systems, etc.

Traffic data of different channels are collected, so that the system can acquire more comprehensive and accurate original restriction information. Different channels provide information of different dimensions such as event occurrence positions, time, control content and the like according to the management range and the data type. The data of each channel is comprehensively utilized, the monitoring capability of the system on traffic limitation can be improved, richer limitation information is obtained, and better original data support is provided for subsequent information extraction and route planning. Meanwhile, mutual verification of the multi-channel information can also improve the accuracy of the data.

Specifically, in order to obtain more comprehensive and accurate original traffic information, the system needs to collect traffic information of multiple channels, but repeated and invalid information exists in the collected original data. In order to improve the efficiency of subsequent information extraction, the system needs to clean the acquired multi-channel data.

Illustratively, the extraneous content can be removed using keyword filtering, regular expressions, etc., while the duplicate data is integrated. Clean and non-redundant traffic restriction original data can be obtained by cleaning, effective information of each channel can be collected more comprehensively, and a foundation is laid for accurately extracting restriction key elements in the follow-up process.

S202: and analyzing the cleaned traffic information to obtain a plurality of limiting elements of the road in a limiting state, wherein the limiting elements comprise limiting reasons, limiting time, limiting roads and limiting measures.

The limiting element refers to a structured data element used for describing the control key attribute in the traffic information. The restriction element includes information such as a restriction cause, a restriction time, a restriction road, and a restriction measure. The above elements reflect the core properties of a constraint event and can be used directly to represent and evaluate the impact of the constraint on the route. Resolving the explicit restriction elements is advantageous for the system to accurately determine the time and space extent of route restriction, as well as the severity of the control.

Further, the reason for restriction is to direct an event or state of traffic control. Typical limiting reasons include road construction, traffic accidents, bad weather, etc. Resolving the explicit restriction cause may help the system determine the severity and duration of this traffic control. For example, accident-induced limitations are often more abrupt and severe, while construction regulations may be longer but less affecting limitations. Different reasons for the restriction will result in the system taking different route planning strategies. In addition, the limiting reasons are also beneficial to the system to establish a classification system of the control information.

The limit time refers to a period or point in time when traffic control is in effect. The definite limiting time is analyzed, so that the system can be helped to judge the exact time period of the limited route, and the time range of the influence of the control on the route can be accurately estimated. For example, after obtaining the start-stop time of the policing, the system may calculate the relationship of the policing to the route transit time, determining whether the route may encounter policing. The system may also recommend an optimal transit time window to avoid policing if a specific point in time of the restriction is obtained.

The restricted road refers to a range of roads affected by traffic control. Resolving the explicit restricted roads can help the system determine which parts of the route can be affected. For example, if the acquired restricted road information comes from a highway operator, the system may determine which road segments at high speed may be restricted due to construction or accident. The clear limit road information can enable the system to accurately calculate the mileage of the limited part of the route, so that the time cost of the route can be accurately estimated. In addition, limiting the roads also facilitates the system to transfer route planning, and to select roads that are not affected by current regulations to re-plan routes.

The limiting measure refers to a specific control mode implemented on the limited road. Typical limiting measures include reduced speed travel, one-way traffic, temporary closure, etc. And different limiting measures are analyzed, so that the system can be helped to judge the influence degree of the control on the route passing. For example, a full closure would result in no passage, whereas a unidirectional passage would result in less time delay. Depending on the different limiting measures, the system may make different degrees of time cost estimation for the route limited portion or choose to make route avoidance.

Specifically, in order to extract structured traffic restriction key information from the cleaned multi-source raw data, the system needs to parse the text content to identify the restriction element. The purpose of the analysis is to obtain standardized limiting input and improve the subsequent risk assessment effect.

For example, the system may analyze text by way of keyword matching, grammar parsing, etc., identify elements such as restriction reasons, restriction times, restriction roads, and restriction measures, and convert to a structured format using natural language processing techniques.

S203: and generating a limit label according to the limit reason, the limit time, the limit road and the limit measure.

Specifically, in order to utilize the parsed structured restriction element information, the system needs to generate a standardized restriction tag according to key attributes of the restriction.

Illustratively, assume that by parsing traffic information, the system extracts the following limiting elements: the reasons for limitation are: expressway accident; limiting time: 2022, 6, 1, 10 am to 2 pm; limiting the road: g15 Shen Haigao speed zheng state to Xuchang; limiting measures: the road section is totally enclosed.

Then, based on the above elements, the system may generate the following limit tags: "G15 Shen Haigao speed-Accident-totally-enclosed-2022, 6 months 1 day, 10 am to 2 pm-Zhengzhou to Xuchang". The restriction tag contains key attribute information of restriction, which marks the name and scope of the restricted road and also defines the reason, time and implementation measures of restriction. Therefore, the standardized labels are convenient for the subsequent rapid matching of the limit conditions of the route, and the influence of the limit on the route is evaluated, so that more accurate route risk analysis is realized.

S102: and receiving driving information sent by the user side, and determining at least one limiting road section in the driving route and limiting elements of each limiting road section according to the driving route and the limiting label in the driving information.

The limited road section refers to a road section in the driving route of the user, which is influenced by traffic control or events and faces speed limit or cannot pass through. In the embodiment of the application, the limited road section can be understood as a key part of the travel route of the user, which needs to be subjected to state evaluation and planning adjustment. Reflecting the risk points and the time cost areas that may occur in the driving route.

In the embodiment of the application, the system can receive the driving information sent by the user side in real time so as to ensure that the current latest driving state of the user is reflected. After receiving the driving information, the system also needs to extract driving route related data from the driving information. The system can analyze the original track of the user by utilizing the navigation module and determine the information such as the main direction of running, the passing points and the like. And displaying the analyzed initial route on a user interface for a user to confirm or adjust the specific nodes and road selection of the result route according to the need.

If the user directly designates a certain cell entrance as a route passing point of the route, the system can also directly match and generate a driving route meeting the requirement according to the passing point.

In the whole driving route generation process, the states of all road sections in the traffic information need to be comprehensively considered, so that the situation that the road which cannot pass through the known full-closed road is planned is avoided. And for the repaired closed road section which is not updated to be opened in the traffic information, the opening state of the road section can be monitored through real-time road data, so that the dynamic update of the opened road section is realized, and the generated driving route is ensured to follow the current latest road traffic condition.

Further, after determining the driving route, the system may match the stored limit labels with the driving route, identifying limited road segments in the driving route, i.e., those portions of the road that are subject to different levels of difficulty or inability to pass due to regulatory events such as accidents, construction, etc. The limited road section directly influences the driving risk and time consumption of the route, so that the system needs to perform state analysis on the limited road section preferentially and judge the negative influence on the driving route, so that driving decisions and route adjustment can be made timely, risks are avoided, and the traffic efficiency is improved.

Specifically, the system may split and parse the received driving route, converting it into a structured format of the path point coordinate array. Then, the system matches and compares the ID of the road where each road section of the driving route is located with the limit labels acquired and generated in advance. The system judges whether the route passes through or approaches the restricted road according to the factors such as the name of the restricted road, the range of the place and the like marked in the restricted label. If the matching is successful, the system confirms that the road section is a limiting road section, and meanwhile extracts limiting element information such as limiting time, limiting measures and the like in the limiting label.

Further, when the system initially matches the determined restricted road segments, the extracted restriction elements may be obtained from the traffic information in advance. However, in the actual driving process of the user, the limiting condition of the limiting road section may change, for example, the limiting time may change, and the limiting measure may be adjusted. In order to make the limiting element information used in the system evaluation be the most accurate and latest data, after the limiting road sections are obtained through matching, the system can timely acquire the latest limiting element related to the limiting road sections through the modes of re-comparing, re-analyzing and the like with traffic information, and update of the limiting element of the determined limiting road sections is completed, so that the accuracy of the limiting element information is continuously ensured.

S103: before a user side enters a first limiting road section in a driving route, calculating an early warning value of the user side passing through the first limiting road section according to driving information and limiting elements, wherein the early warning value is used for evaluating whether the user side can safely and quickly pass through the first limiting road section under the driving information, the safe passing means that the user side passes through the first limiting road section on the premise of meeting limiting measures in the limiting elements, and the quick passing means that the waiting time of the user side passing through the first limiting road section in limiting time in the limiting elements is smaller than a preset time threshold.

The first limiting road section refers to the limiting road section which is arranged at the forefront in sequence in the driving route of the user, and is the limiting road section which needs to calculate an early warning value in the future in the journey of the user to judge the risk. The first restricted road segment is determined so that the system can analyze the first risk road segment possibly encountered in the user's journey preferentially and make corresponding treatment measures.

Wherein, the driving information refers to parameters and data describing relevant states in the driving process of the user. In the embodiment of the application, the driving information can be used as input information required for calculating the risk early warning value and making a driving prompt.

In one possible embodiment, the driving information may include driving weather, road conditions, driver level, and driving the vehicle.

The driving weather refers to weather environmental parameters in the driving process of a user, and in the embodiment of the application, the weather is used for evaluating the influence of the weather on driving safety. The system needs to collect real-time driving weather data because different weather affects the driving safety of the vehicle to different degrees. For example, during heavy rain conditions, the road surface may become slippery, negatively affecting the adhesion of the wheels to the road surface; the visibility in the foggy weather becomes poor, increasing the risk of collision. The driving weather can be obtained through the vehicle-mounted equipment or the weather API.

The road condition refers to a related parameter of a road where a user is located in a driving process, and in the embodiment of the present application, the road condition can be understood as an effect of evaluating different roads on driving safety. Because roads of different kinds and conditions have different degrees of influence on the running safety of the vehicle. For example, compared with expressways, the mountain roads have more turns, and the control difficulty of the vehicles is higher; the driving stability can be reduced on roads with poor road conditions. In order to evaluate the influence of road differences on driving safety, the system needs to acquire the related parameters of the road as algorithm inputs, such as road types, road surface conditions and the like. The road condition may be obtained by a map navigation system.

Wherein the driver level refers to a parameter reflecting the driving proficiency of the user, and can be understood as an evaluation of the driver's influence on driving safety in the embodiment of the present application. Because drivers of different proficiency have differences in their ability to cope with road hazards. For example, a senior driver is more flexible in a complex environment, and a novice should be relatively less well-qualified. In order to evaluate the impact of driver quality on driving safety, the system needs to acquire quantifiable parameters such as driving age, driving license type and the like of a user as algorithm input. The driver level may be obtained from the user registration information.

Where driving a vehicle refers to a parameter reflecting the state of the vehicle driven by the user, it may be understood in embodiments of the application as being used to evaluate the effect of vehicle conditions on driving safety. Because vehicles of different conditions have differences in coping ability when they are at risk of the road. For example, a longer vehicle brake system is less effective, a vehicle with a greater body mass has a lower steering capability, and so on. In order to evaluate the influence of vehicle conditions on driving safety, the system needs to acquire vehicle parameters of a user as algorithm inputs, such as vehicle age, vehicle type, quality and the like. The driving vehicle may be obtained from the vehicle configuration information.

In summary, the driving information may reflect the environmental status, the vehicle status, and the driver's own status of the user during driving. The environmental conditions include road conditions, weather conditions, etc.; the vehicle state comprises vehicle type parameters, vehicle age and the like; driver status includes driving age, driver license level, etc. These information collectively reflect various conditions of the user's driving. The system calculates a risk early warning value and judges the influence of a plurality of factors to be considered in a prompt mode. For example, in rainy days, the adhesion coefficient of a certain type of vehicle is low, which can increase the slip risk; drivers with lower driving ages need to give more careful driving prompts.

Therefore, the system needs to acquire parameters reflecting various driving states, such as road wet skid degree, vehicle model, driving age of the driver and the like, from the user side to be used as input for calculating the risk early warning value. And obtaining enough and accurate driving information, enabling the system to judge the situation of the actual driving risk in a specific time period, outputting personalized driving prompts according to the situation, and improving the safety.

Specifically, in order for the user to safely and quickly pass through the restricted road section, the system needs to perform risk assessment on the restricted road section to determine whether the user has the ability to pass through on the premise of meeting the restriction requirement. The system can calculate an early warning value according to the acquired driving information and the limiting elements before the user enters the first limiting road section, and the early warning value is used for evaluating whether the user can safely and quickly pass through the limiting road section.

The above-mentioned safe passing means that the user needs to meet the sequential safe passing under the limiting measures specified in the limiting elements, such as speed limit, one-way passing, etc., and cannot violate the existing traffic control measures. And if the user passes through the road section quickly, the waiting time of the user passing through the road section in the limited time period cannot exceed the time threshold preset by the system, namely the situation of large delay cannot occur.

To achieve the above determination, the system may collect driving information from various aspects, such as data of the driver's driving age level, technical parameters of the driven vehicle, current road and weather conditions, and the like. This information can both affect the safety and time costs of the user by limiting the road segments. Meanwhile, the system can also extract limiting elements such as limiting reasons, limiting time, limiting measures and the like so as to judge the influence of the limitation on traffic.

On the basis of the above embodiment, as an alternative embodiment, in S103: according to the driving information and the limiting elements, the step of calculating the early warning value of the user passing through the first limiting road section can further comprise the following steps:

Substituting the driving weather, road condition, driver level, driving vehicle, limiting reasons, limiting time and limiting measures in the limiting elements into a first preset formula to obtain an early warning value of the user side passing through the first limiting road section.

The first preset formula is as follows:

；

Wherein P is an early warning value, T _W is a weather factor, which represents the influence of driving weather, R is a road factor, which represents the influence of road conditions, D is a driver level factor, which represents the influence of driver level, V is a vehicle adaptability factor, which represents the ability of driving a vehicle to adapt to driving weather and road conditions, C is a limiting factor, T _S is the limiting start time in limiting time, T _E is the limiting end time, L is the distance from the current position of a user side to a limiting road section, S is the estimated average speed of the user side, T _CU is the current time, and W ₁、W₂、W₃、W₄ respectively represent weight coefficients for adjusting the importance of each factor in the calculation of the early warning value;

Wherein max (0, T _S-T_CU) indicates that if T _CU is less than Ts, the ue waits for the limitation to start, and if T _CU is greater than or equal to T _S, the term is 0; max (0, T _CU-T_E) indicates that if T _CU is less than T _E, it indicates that the user side arrives before the end of the restriction, and if T _CU is greater than or equal to T _E, it is 0.

For the weather factor T _W and the weight coefficient W ₁, this is set up to evaluate the impact of the current weather conditions on driving safety. Weather conditions such as rain, snow, fog, etc. can affect the driving vision and road surface conditions, increasing driving risk. The weight coefficient W ₁ is used for adjusting the influence degree of the weather factor in the early warning value, so that the system can carry out proper weight distribution according to the actual influence of weather on the driving risk.

For the road factor R and the weight coefficient W ₂, the condition of the road itself is considered, including whether the road surface is flat, whether there is construction, and the like. Road factors also have a significant impact on driving safety. The weight coefficient W ₂ ensures that the road condition is reflected in the early warning value with an appropriate specific gravity.

For a driver level factor D and a vehicle fitness factor V, these two factors evaluate the skill level of the driver and the vehicle's fitness. The driver level factor reflects the driver's ability to adapt to different driving environments, while the vehicle adaptation factor reflects the vehicle's handling performance for specific weather and road conditions.

For the limiting factor C and the weight coefficient W ₃, the limiting factor takes into account the influence of the limiting cause on driving, such as traffic control, accidents, etc. The weight coefficient W ₃ allows the system to weight according to the severity of different limiting reasons.

For the distance and speed related term L/S and time difference max (0, T _S-T_CU),max（0,T_CU-T_E) and weight coefficient W ₄, this term combines the distance of the user' S current location from the restricted road segment, the estimated average speed, and the relationship of the restricted time to the current time. The weight coefficient W ₄ adjusts the importance of these factors in the early warning value.

In a possible implementation manner, it is assumed that in a rainy driving scenario, since the influence of rainy weather on the driving field of view and the road surface is large, the weight coefficient W ₁ of the weather factor T _W may be set to 0.4, and a higher weight is given. The road condition is still important and the weight W ₂ of the road factor R may be set to 0.3. The influence of the restriction cause is inferior to weather and road, and the weight W ₃ of the restriction factor C may be set to 0.2. The distance and time related factors are also critical and the related weight W ₄ may be set to 0.1.

Then in this scenario the weighting coefficients are set as follows: w ₁=0.4;W₂=0.3;W₃=0.2;W₄ = 0.1. In the early warning value calculation formula, the weights of the weather factors and the road factors are higher, and the weights of the limiting factors and the distance time factors are lower in the rainy driving scene. The weather and the road have larger influence on driving under the condition of rainy days.

In another possible implementation, under the assumption that the mountain road is driven on a scene, the mountain road turns more, so that frequent braking control is required, the road surface condition is complex, and the vehicle is difficult to control. Therefore, in this scenario, the weight coefficient W ₂ of the road factor R may be set to 0.5, giving a higher weight. The weight W ₁ of the weather factor T _W may be set to 0.3. The weight of other factors may be reduced appropriately, such as the weight W ₃ of the limiting factor C is set to 0.1 and the weight W ₄ of the distance and time related factors is set to 0.1.

The weight coefficient is set as follows in this scenario, W ₁=0.3;W₂=0.5;W₃=0.1;W₄ =0.1. In the early warning value calculation, the weight of the road factor is highest, and the weather factor is inferior, so that the influence of the road condition and the road condition on driving is maximum in a mountain road scene.

When the scene changes, the system can pertinently adjust each weight coefficient according to different conditions, the calculation of the early warning value is intelligent, and the system can select a preset corresponding weight configuration scheme by judging the driving scene according to the adjustment of the weight coefficient when the scene changes. For example, for urban road scenes, a set of weight combinations is set; setting a set of weight combinations for emphasizing road factors for mountain road scenes; for high-speed scenes, a set of weight combinations, etc. are set. Under different scenes, the intelligent adjustment of the weight coefficient can be realized by loading different weight combination schemes.

When the actual scene does not accord with the preset scene, the system can also adjust the weight combination under a certain scene according to the feedback of the user in a real-time learning mode, so that more personalized weight configuration is realized, and the intelligence of early warning value calculation is further improved.

Further, L/s+max (0, t _S-T_CU),max（0,T_CU-T_E) is an important component of the early warning value calculation formula, which combines three key factors of distance, speed and time difference, and aims to evaluate the limit conditions possibly encountered by the driver on the travelling route and provide early warning when the driver is on the travelling route.

Where L represents the distance of the driver from the restricted road segment, calculated in real time, possibly data obtained by means of a navigation system or other positioning technique; s represents the average or expected speed of the driver. This is typically determined by the current speed of the vehicle or the cruising speed set by the driver. The distance to speed ratio L/S reflects the time required for the driver to reach the limit area. The closer the distance or slower the speed, the greater this ratio means that the shorter the time the driver approaches the restricted area, requiring more immediate warning.

And calculating max (0, T _S-T_CU) for the maximum value of the time difference means taking the difference between the current time T _CU and the limit start time T _S if the two times are smaller; if the current time has exceeded the limit start time, 0 is taken. This value reflects how much time the driver has before reaching the restriction area, and if this value is positive, indicates that the driver has time to adjust the route or wait for restriction release.

Max (0, T _CU-T_E) represents the difference between the current time T _CU and the limit end time T _E if the two times are greater than each other; if the current time has not reached the limit end time, 0 is taken. This value indicates how long it takes to be released if the driver is already within the limit time.

The maximum of these two time differences is added to the distance to speed ratio in order to comprehensively consider whether the driver is likely to arrive before the start of the restriction or can pass after the end of the restriction, thereby deciding whether an early warning needs to be given to the driver.

In summary, the system can make accurate judgment on the safety and time cost of the user traffic by calculating the early warning value, i.e. evaluate whether the user can safely and quickly pass the restricted road section. Secure passing means that the user must adhere to the restrictions specified in the restriction element, such as speed limit or one-way traffic, and cannot violate the existing traffic control. Quick passage means that the user cannot have a great delay in passing through the road section within a limited time period, and the user needs to control within a time threshold preset by the system.

The finally output early warning value can be comprehensively reflected in the current driving state, and the potential safety hazard of the user passing through the limited road section and the possible time delay can be realized. The system can judge whether the user has the capability of safely and quickly passing through the limited road section according to the method. If the early warning value is too high, corresponding countermeasures are needed to be taken, and the user is prompted or a new route is planned.

S104: if the early warning value is larger than the early warning threshold value, judging whether a detour route exists.

Specifically, after the system calculates the early warning value of the user passing through the restricted road section, whether the safety hidden danger exists in the early warning value needs to be further judged. If the early warning value exceeds the early warning threshold preset by the system, the user is indicated to have higher safety risk or time cost through the limited road section under the current driving information.

Specifically, when the above situation occurs, the system needs to make a corresponding process on the fly. The system may first determine whether there is an optional detour route in addition to the user's existing driving route that may avoid the restricted road segment. By detour is meant here another alternative route which does not directly traverse the restricted road section, but which allows the user to reach the destination.

For determining the existence of the detour route, the system can query other optional route information besides the current driving route through the map navigation module. If at least one detour does exist, the system may provide the detour to the user so that he may avoid the risk section. If it is determined that there is no alternative detour, the system will directly prompt the risk of the restricted road segment.

When the early warning value is too high, the system actively judges the detour route to prevent the safety risk of the user to the greatest extent, and avoids the user from directly entering a limited road section with larger risk as far as possible. If the bypass route is not available, the limited road section can be prompted, so that the user is alert.

On the basis of the above embodiment, as an alternative embodiment, in S104: the step of determining whether a detour route exists may specifically further include the steps of:

s301: and judging whether a detour route exists according to the driving route.

The detour route refers to another alternative route which can enable the user to avoid the current limited road section and reach the destination, besides the original driving route of the user. When the limit road section exists in the original route and the early warning value is too high, the system needs to judge whether the detour route can avoid the limit road section so as to reduce the traffic risk of the user. The time cost of the detour route is not too high and needs to be controlled within a certain threshold to ensure acceptable alternatives.

Specifically, when the early warning value is greater than the threshold value, the system needs to judge whether a detour route exists except the current driving route so as to avoid the risk road section and ensure the driving safety of the user.

Specifically, the system will acquire the user's original driving route information, including key data such as start and end positions. The system relies on a path planning calculation module of the map navigation system, takes the starting point and the ending point of the original route as input parameters, searches and calculates whether an optional route from the starting point to the ending point exists in a digital map database. The path planning module of the map navigation system can realize complex route calculation, search for the optional path meeting the distance time condition, and successfully plan the detour route meeting the requirement.

S302: if the bypass route exists, judging whether a limited road section with the early warning value larger than the early warning threshold exists in the bypass route.

Specifically, after judging that the detour exists, the system needs to further confirm whether the detour also exists in the high-risk restricted road section. This determination is made because if the risk level in the detour route is still too high, the security of the route is also difficult to be ensured and is not suitable for recommendation to the user.

Specifically, the system may acquire the determined detour route information, and determine, segment by segment, whether each road segment in the detour route belongs to the restricted road segment according to the same method as calculating the user original route early warning value. And for each judged limiting road section, the system calculates an early warning value passing through the limiting road section by using the current driving information of the user. If the early warning value of any road section is higher than the preset threshold value, the detour route is indicated to have high risk, and is not suitable for being recommended to the user.

S303: if no limited road section with the early warning value larger than the early warning threshold exists in the detour route, a first road state instruction is generated according to the detour route, and the first road state instruction is sent to the user side.

The first road state instruction refers to road state navigation instruction information which is generated and issued to the user navigation equipment after the system judges that a detour route with lower risk exists. The navigation system comprises route data and instructions required by navigation, and is used for recommending a user to get the detour route, avoiding the current high-risk road section and ensuring driving safety.

Specifically, when the system determines that the pre-warning value of the current route of the user is too high, but the detour route exists and the risk is controllable, the user needs to be redirected. The system can organize and generate road state navigation instructions according to the determined detour route and the format which can be analyzed and executed by the navigation equipment. The instruction content may include information such as route maps, curve prompts, voice instructions and the like. The system sends the first road state instruction to the user side, the navigation equipment of the user side can receive and analyze the instruction, and the instruction is converted into a navigation interface and a voice prompt of the user side, so that a driver is recommended to get a detour route, and risks are avoided to the greatest extent.

For example, when the system determines that the user planned route will pass through the cell a which is scheduled to be internally constructed on weekends and is fully closed, the system first generates a restriction label of "cell a-construction-full closure-2021, 6/5/8/00-2021, 6/20/00" according to the collected cell a construction closure information, so as to identify the traffic restriction condition of the cell a in the time period.

After the user route is matched and enters the cell A, the system calculates an early warning value of the route passing through the cell A, and judges the risk condition that the early warning value is high. Meanwhile, the system searches the map navigation database to find that a detour optional detour route exists around the cell A. To avoid the risk of traffic accidents or serious delays in entering cell a, the system may generate a first road status instruction to recommend a diversion to the user.

The first road state instruction generated by the system organization comprises: real-time voice reminds a user that a planned route is limited, the system recommends a detour route for you, and detailed paths of the detour route are synchronously displayed on a map navigation interface; continuously displaying a text prompting of detour in a navigation interface to prompt that the construction of a cell A is totally closed and please avoid; and inserting navigation voice at each turning position of the detour path to prompt the user to turn right at the XX intersection.

S304: if the detour route does not exist, or a limited road section with the early warning value larger than the early warning threshold exists in the detour route, a second road state instruction is generated according to the limiting elements and the driving information of each limited road section in the driving route.

Specifically, when the system determines that there is no alternative detour, or that the risk level of the existing detour is still high, it indicates that the user has no alternative low risk route. In the above case, the system needs to generate the second road state instruction to perform risk prompt on the limited road section in the current route of the user, so as to remind the user of paying attention to the traveling safety.

Specifically, the system acquires all the determined limiting road segments in the current route of the user and the limiting elements of each road segment, such as limiting time, limiting measures and the like. Meanwhile, the system also needs to acquire driving information of the user, such as vehicle parameters, driver information and the like. The system can calculate the traffic risk level of each restricted road section according to a risk assessment algorithm. The system may then organize the second road status instructions for each restricted road segment, the content including hints information for the location of the restriction, time, risk level, and the like. And the second road state instruction is sent to the user side, risk display is carried out on each limited road section in the current route, and the user is reminded of paying attention to traffic safety of the road sections. If a high risk road segment is encountered, a slow trip, a change of lane, etc. may be selected based on the prompt.

S105: if the detour route exists, a first road state instruction is generated according to the detour route, and the first road state instruction is sent to the user side so as to prompt the user side to change the driving route.

S106: if the detour route does not exist, generating a second road state instruction according to each limited road section in the driving route, and sending the second road state instruction to the user side so as to prompt the user side to drive the first limited road section according to the second road state instruction.

The implementation principles of S105 and S106 are similar to those of S303-S304, and reference may be made to the descriptions of S303-S304, which are not repeated here.

On the basis of the above embodiment, as an alternative embodiment, in S106: the step of generating the second road state instruction according to each restricted road section in the driving route may specifically further include the steps of:

s401: each restricted road segment after the first restricted road segment in the driving route is determined as a target restricted road segment.

Specifically, when generating the second road status instruction for the current route restricted section, the system needs to consider not only the first restricted section but also each restricted section after the first restricted section to be included in the range of the prompt, so as to comprehensively prompt the risk of the whole route. Therefore, the system needs to determine all the remaining restricted road segments in the current route except the first restricted road segment, and consider these road segments as target restricted road segments in a unified way. The purpose of determining the target restricted road section is to enable the second road state instruction to cover not only the first restricted road section but also all other restricted areas in the user route, so that the risk prompt of the whole route is realized.

Specifically, after the target limited road section of the whole line is obtained, the system can consider a plurality of limited sections in the user route instead of the first limited road section when generating the second road state instruction, so that the instruction coverage area is enlarged, and the prompt is more comprehensive.

S402: substituting the driving information, the limiting elements of the first limiting road section and the limiting elements of the target limiting road sections into a second preset formula to obtain the recommended driving speed of the first limiting road section.

Specifically, when the second road state command is generated, the system needs to determine the risk level of the limited road section, calculate a recommended driving speed, and prompt the user to pass through the first limited road section according to the speed. The purpose of calculating the recommended speed is to allow the user to pass through the restricted area at a relatively safe speed.

Specifically, the system takes driving information of the user, a limiting element of the first limiting road section and a limiting element of each subsequent target limiting road section as inputs, and substitutes the driving information, the limiting element of the first limiting road section and the limiting element of each subsequent target limiting road section into a preset second preset formula to calculate. The formula can comprehensively judge the factors such as the states of a driver and a vehicle, the speed limit time of a first limiting area, the quantity severity degree of subsequent limiting and the like, and calculate a relatively stable speed value. The calculated speed can enable the user to pass through the first limited road section within the limited time as much as possible, and meanwhile, the comprehensive influence of the subsequent road sections is considered, so that the purpose of safe and efficient passing is achieved.

S403: and generating a second road state instruction according to the recommended driving speed.

Specifically, the system can generate the calculated recommended speed into a second road state instruction, and prompt the user to drive according to the speed in the instruction, so that the risk of overspeed or blockage can be avoided, and the road section can be more safely restricted.

The second preset formula includes:

；

Wherein V ₁ is a recommended driving speed, V ₂ is a standard driving speed range of the user side, f (W, D, P, V) is an influence function of integrated driving weather, road condition, driver level, and driving vehicle, H (N ₁,N₂,…,N_m) is an influence function of one or more target restricted road segments, and m represents the number of target restricted road segments.

The system calculates the recommended speed in order to allow the user to pass the first restricted road segment in a relatively safe state. In order to make the recommended speed more intelligent, the system uses a second preset formula for calculation. The core idea of the second preset formula is to adjust the speed in a standard speed range by combining various influencing factors.

Specifically, the system first determines a standard speed range V ₂ without external influence. Then two influence functions are introduced to comprehensively judge the effects of various factors. The function f takes into account the influence of the environmental conditions during driving and the vehicle's own conditions on the speed, such as driving weather, road conditions, driver level, vehicle performance, etc. These factors may be quantitatively evaluated according to a predetermined model. Another function H is used to take into account the influence of the number and severity of the subsequent target restricted road segments on the speed.

The calculation of these two functions is applied on the standard speed value to adjust the speed. To control excessive deviation of the result, a min (max (∈0), 1) function is used to ensure that the output is within a reasonable interval. The final calculated recommended speed V ₁ can be dynamically adjusted according to different environments, vehicle states and road condition limits, so that the recommended speed not only meets the safety requirement, but also gives consideration to road efficiency. The recommendation speed in the instruction can enable the user to clearly cope with the policy, and safety is improved.

Further, in the second preset formula,；

Where h _j(N_j) is a transit time function h (N) of the jth target restricted road segment, N _j is an actual transit time of the jth target restricted road segment, i _j represents a presence index of the target restricted road segment, i _j is 1 if the target restricted road segment exists, and i _j is 0 if the target restricted road segment does not exist.

Specifically, in order to effectively implement calculation of the recommended driving speed V ₁, an H (N ₁,N₂,…,N_m) function is introduced in consideration of the influence of the actual passing time on different restricted road segments. The function is designed to quantify the effect of the actual transit time N _j of one or more target restricted road segments on the driving speed.

Specifically, it is necessary to define a transit time function h _j(N_j for each target restricted section, which reflects the difference between the actual transit time and the expected transit time of the jth restricted section. This function may be set based on actual traffic flow data, construction information, or incident reports. For example, if the jth restricted road segment normally takes 5 minutes to pass, but the actual pass time N _j is currently increased to 10 minutes due to construction, the pass time function h _j(N_j) may output an impact value indicating that this road segment will slow down.

For each restricted road segment a presence index i _j is defined which simply indicates whether the road segment has a restriction, i _j = 1 indicating that a restriction is present and i _j = 0 indicating that no restriction is present. Without limitation, the corresponding road segments are ignored and unnecessary computation can be avoided. In the presence of the restricted road segment, H (N ₁,N₂,…,N_m) sums and averages the impact values of all the target restricted road segments. The influence of several road sections can thus be balanced.

Further, in the H-function, when no restricted road segments exist (all i _j are 0), the denominator will be 1, ensuring that the function result cannot be undefined. When one or more road segment limits are present, the function will output an adjustment factor between 0 and 1 for adjusting the recommended driving speed V ₁.

The obtained recommended driving speed V ₁ can reflect the actual driving conditions more accurately, and provide real-time, dynamic and personalized speed advice for the driver. The method considers the actual influence of the current road network condition, so that a driver can anticipate and adapt to possible delay, thereby improving the driving safety and reducing unnecessary stagnation.

Wherein,；

Wherein, N _opt is the optimal passing time, k _n is the adjustment coefficient, and gamma is the parameter for adjusting the steepness of the tanh () function;

wherein f (W, D, P, V) =k _W×W+k_D×D+k_P×P+k_V ×v;

where k _W、k_D、k_P、k_V is a weight coefficient.

Specifically, a transit time function h (N) is set for each target restricted road section, where N is the actual transit time. The function h (N) takes the form of a hyperbolic tangent, comprising an optimal transit time N _opt, an adjustment coefficient k _n and a sharpness parameter γ. The purpose of this function design is to achieve a smooth and reasonable speed adjustment of the output when the actual transit time N deviates from k _n.

Meanwhile, a comprehensive influence function f (W, D, P, V) is set, and comprehensive calculation is carried out on influences of the driving environment W, the road condition D, the driver P and the vehicle V. Each influencing factor can be quantized according to the data, and a corresponding weight coefficient k _w、k_D、k_P、k_V is set.

The recommended driving speed V ₁ may be dynamically evaluated to accommodate varying actual driving situations by calculating a formula that includes a pass-through time function h (N) and a comprehensive influence function f (W, D, P, V). The scheme can improve the accuracy and the practicability of the speed suggestion and provide safe and efficient driving assistance for a driver.

In summary, all the restricted road sections after the first restricted road section in the driving route of the user are determined as the target restricted road sections, so as to enlarge the coverage area of the prompt. And substituting the driving information of the user, comprising driving weather, road conditions, driver level and driving vehicles, and limiting elements of the first limiting road section and the subsequent target limiting road sections, as input variables, into a second preset formula for calculation, wherein the formula comprehensively considers the influence of various factors to obtain the recommended driving speed of the first limiting road section. The second preset formula uses an influence function f to evaluate the influence of driving information on the speed, uses an influence function H to evaluate the comprehensive influence of the follow-up limited road section, adjusts in a standard speed range, and finally outputs an accurate speed value. The calculated recommended speed can enable the user to pass through the first limited road section in a relatively safe state, and meanwhile, the limiting condition of the subsequent road section is considered, so that dynamic and intelligent speed control is realized. And finally, the system sends a second road state instruction containing the recommended speed to the user, prompts the user to pass at a proper speed, and improves the safety.

On the basis of the above embodiment, as an optional embodiment, the road state prompting method may further include the following steps:

s501: and (3) the driving distance from the user side to the next limiting road section is obtained by a quotient of the driving distance from the user side to the next limiting road section and the opening time of the next limiting road section, so as to obtain the first speed.

Specifically, when the user has driven through the current limited road section and approaches the next limited road section, the driving speed of the user can be adjusted in advance according to the opening time of the next limited road section, so that the problem that the user cannot safely stop the vehicle due to too high speed when the user reaches the next limited road section is avoided. The system can obtain a first speed by calculating the ratio of the driving distance of the user side from the next limited road section to the opening time of the limited road section, and the first speed is used for adjusting the current driving speed of the user.

S502: if the first speed is in the drivable speed range of the user side, if the first speed is greater than the second speed currently driven by the user side, the second speed is increased, and the recommended driving speed is obtained; if the first speed is smaller than the second speed, the second speed is reduced, and the recommended driving speed is obtained.

Specifically, the path planning module of the system can obtain the distance from the current position of the user to the next limited road section, and meanwhile, obtain the opening time of the next limited road section through the limited information database. The system then calculates the ratio of the two, i.e., the distance divided by the time, to obtain a first speed. The first speed reflects a required vehicle speed at which the next limited road section can be reached on time from the current position at a steady speed. When the first speed is within the standard speed range of the user, if the first speed is greater than the second speed where the user is currently located, the system can increase the second speed to the first speed as the recommended speed; if the first speed is less than the second speed, the second speed may be reduced to the first speed, avoiding premature arrival.

Illustratively, assume that Mr. Li is driving to city B, and that the current location is 10 kilometers further from the next construction pipe section. According to the restriction information database, the construction control section will begin to close after 20 minutes. The system can calculate that the distance is 10 km and the opening time is 20 minutes, and the ratio of the two is calculated: the first speed is 30 km/h, and at this time, the current second speed of the mr. Prune vehicle is km/h. Because the first speed is less than the current speed of mr. Yu Li. The system may alert mr. Plums that the current second speed is reduced to the first speed as the recommended speed. Therefore, the situation that the mr of the plum reaches the construction control road section in advance to suddenly decelerate or unnecessarily wait can be avoided, the stable connection with the speed of the next road section is realized, and the driving safety is ensured.

S503: and generating a third road state instruction according to the recommended driving speed, and sending the third road state instruction to the user side so as to prompt the user side to drive according to the third road state instruction.

In particular, the system may encapsulate the recommended speed V1 for smoothly docking the next restriction section into a third road state instruction after it has been obtained. The instruction may include a direct display of the speed value or a conversion to a voice prompt requesting control of the vehicle speed around XX km/h. The instructions, after being packaged in a standard format, can be sent by the system to the client device via the network.

After receiving the third road state instruction, the navigation program at the user end can analyze and extract the instruction content and output the instruction content in a visual or voice form in the navigation interface. For example, pop up recommended speed in a map window, or voice broadcast "you are approaching the next restricted road section, please control the vehicle speed around XX km/h". And prompting the user to drive according to the recommended speed.

After the user passes through the first limiting section in the driving route, taking the next limiting section in the current driving route of the user as the first limiting section, and re-executing the step of calculating the early warning value of the user passing through the first limiting section.

Specifically, after the user passes the current first limited road section, the travel is not meant to be safe. The restricted road segments are ordered and the user may then also encounter other restrictions. In order to be able to evaluate route risk continuously and throughout, the system needs to check for new restricted road segments in a cyclic manner.

Further, the system may set the next restricted road section in the current driving route of the user as a new first restricted road section, and re-perform the process of calculating the early warning value for this new first restricted road section. Thus, the cyclic calculation and the prompt of the limited road section on the driving route are realized.

Specifically, the system can track the positioning data of the user in real time, and judge whether the user has driven through the current first limited road section. Upon confirming the drive-through, the system may update the restricted road segment queue to promote the previously second restricted road segment to the new first restricted road segment. The system may then retrieve relevant restriction elements, including information about restriction time, restriction measures, etc., for this new first restriction segment. And the latest driving data of the user such as positioning, speed and the like are combined, the early warning value calculation process is rerun, and whether the user passes through the new first limited road section is judged to be safe or not.

The circulation computing mechanism can enable the system to continuously evaluate the risks of the front route and prompt the user in time. When the driving conditions change, the early warning value can be dynamically reevaluated. In the whole journey process, the system can ensure that risk early warning values are calculated for each limited road section appearing in sequence to prompt, so that the whole journey is under risk monitoring, and the risk prompt can be updated in real time along with time and position.

Referring to fig. 2, fig. 2 is a schematic structural diagram of a road status prompting system according to an embodiment of the present application, and the present application further provides a road status prompting system, including:

On the basis of the above embodiment, as an optional embodiment, the restriction tag extraction module is further configured to collect traffic information of a plurality of channels, and clean the traffic information; analyzing the cleaned traffic information to obtain a plurality of limiting elements of the road in a limiting state, wherein the limiting elements comprise limiting reasons, limiting time, limiting roads and limiting measures; and generating a limit label according to the limit reason, the limit time, the limit road and the limit measure.

On the basis of the above embodiment, as an optional embodiment, the early warning value calculation module is further configured to substitute the driving weather, the road condition, the driver level, the driving vehicle, the limiting reason, the limiting time, and the limiting measure in the limiting element into a first preset formula to obtain an early warning value of the user terminal passing through the first limiting road section;

the first preset formula is as follows:

；

On the basis of the above embodiment, as an optional embodiment, the early warning value judging module is further configured to judge whether a detour route exists according to the driving route; if the detour route exists, judging whether a limited road section with the early warning value larger than the early warning threshold exists in the detour route; if no limited road section with the early warning value larger than the early warning threshold exists in the detour route, generating a first road state instruction according to the detour route, and sending the first road state instruction to the user side; and if the detour route does not exist, or a restricted road section with the early warning value larger than the early warning threshold exists in the detour route, generating a second road state instruction according to the restriction elements of each restricted road section in the driving route and the driving information.

On the basis of the above embodiment, as an optional embodiment, a second road instruction generating module is configured to determine each restriction section after the first restriction section in the driving route as a target restriction section; substituting the driving information, the limiting elements of the first limiting road section and the limiting elements of each target limiting road section into a second preset formula to obtain a recommended driving speed of the first limiting road section; generating a second road state instruction according to the recommended driving speed;

wherein the second preset formula includes:

；

Wherein, ；

Where k _W、k_D、k_P、k_V is a weight coefficient.

On the basis of the foregoing embodiments, as an optional embodiment, the road state prompting system further includes a loop calculation module, configured to take, after the user passes through the first restriction section in the driving route, a next restriction section in the current driving route of the user as the first restriction section, and re-execute the step of calculating the early warning value of the user passing through the first restriction section.

On the basis of the above embodiment, as an optional embodiment, the road state prompting system further includes a third road instruction generating module, configured to obtain a first speed by using a driving distance between the user end and a next limited road section and using a starting time of the next limited road section as a quotient; if the first speed is in the drivable speed range of the user side, if the first speed is greater than a second speed currently driven by the user side, the second speed is increased to obtain a recommended driving speed; if the first speed is smaller than the second speed, the second speed is reduced, and the recommended driving speed is obtained; and generating a third road state instruction according to the recommended driving speed, and sending the third road state instruction to the user side so as to prompt the user side to drive according to the third road state instruction.

It should be noted that: in the device provided in the above embodiment, when implementing the functions thereof, only the division of the above functional modules is used as an example, in practical application, the above functional allocation may be implemented by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules, so as to implement all or part of the functions described above. In addition, the embodiments of the apparatus and the method provided in the foregoing embodiments belong to the same concept, and specific implementation processes of the embodiments of the method are detailed in the method embodiments, which are not repeated herein.

The embodiment of the present application further provides a computer storage medium, where the computer storage medium may store a plurality of instructions, where the instructions are adapted to be loaded by a processor and executed by the processor, where the specific execution process may refer to the specific description of the illustrated embodiment, and details are not repeated herein.

The application also discloses electronic equipment. Referring to fig. 3, fig. 3 is a schematic structural diagram of an electronic device according to an embodiment of the present application. The electronic device 300 may include: at least one processor 301, at least one network interface 304, a user interface 303, a memory 305, at least one communication bus 302.

Wherein the communication bus 302 is used to enable connected communication between these components.

The user interface 303 may include a Display screen (Display) interface and a Camera (Camera) interface, and the optional user interface 303 may further include a standard wired interface and a standard wireless interface.

The network interface 304 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface), among others.

Wherein the processor 301 may include one or more processing cores. The processor 301 utilizes various interfaces and lines to connect various portions of the overall server, perform various functions of the server and process data by executing or executing instructions, programs, code sets, or instruction sets stored in the memory 305, and invoking data stored in the memory 305. Alternatively, the processor 301 may be implemented in at least one hardware form of digital signal Processing (DIGITAL SIGNAL Processing, DSP), field-Programmable gate array (Field-Programmable GATE ARRAY, FPGA), programmable logic array (Programmable Logic Array, PLA). The processor 301 may integrate one or a combination of several of a central processing unit (Central Processing Unit, CPU), an image processor (Graphics Processing Unit, GPU), and a modem, etc. The CPU mainly processes an operating system, a user interface diagram, an application program and the like; the GPU is used for rendering and drawing the content required to be displayed by the display screen; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 301 and may be implemented by a single chip.

The Memory 305 may include a random access Memory (Random Access Memory, RAM) or a Read-Only Memory (Read-Only Memory). Optionally, the memory 305 includes a non-transitory computer readable medium (non-transitory computer-readable storage medium). Memory 305 may be used to store instructions, programs, code, sets of codes, or sets of instructions. The memory 305 may include a stored program area and a stored data area, wherein the stored program area may store instructions for implementing an operating system, instructions for at least one function (such as a touch function, a sound playing function, an image playing function, etc.), instructions for implementing the above-described respective method embodiments, etc.; the storage data area may store data or the like involved in the above respective method embodiments. Memory 305 may also optionally be at least one storage device located remotely from the aforementioned processor 301. Referring to fig. 3, an operating system, a network communication module, a user interface module, and an application program of a road state prompting method may be included in the memory 305 as a computer storage medium.

In the electronic device 300 shown in fig. 3, the user interface 303 is mainly used for providing an input interface for a user, and acquiring data input by the user; and the processor 301 may be configured to invoke an application program in the memory 305 that stores a road condition prompting method that, when executed by the one or more processors 301, causes the electronic device 300 to perform the method as described in one or more of the embodiments above. It should be noted that, for simplicity of description, the foregoing method embodiments are all described as a series of acts, but it should be understood by those skilled in the art that the present application is not limited by the order of acts described, as some steps may be performed in other orders or concurrently in accordance with the present application. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all of the preferred embodiments, and that the acts and modules referred to are not necessarily required for the present application.

In the foregoing embodiments, the descriptions of the embodiments are emphasized, and for parts of one embodiment that are not described in detail, reference may be made to related descriptions of other embodiments.

In the several embodiments provided by the present application, it should be understood that the disclosed apparatus may be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative, such as a division of units, merely a division of logic functions, and there may be additional divisions in actual implementation, such as multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some service interface, device or unit indirect coupling or communication connection, electrical or otherwise.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed over a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.

The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable memory. Based on this understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art or in whole or in part in the form of a software product stored in a memory, comprising several instructions for causing a computer device (which may be a personal computer, a server or a network device, etc.) to perform all or part of the steps of the method of the various embodiments of the present application. And the aforementioned memory includes: various media capable of storing program codes, such as a U disk, a mobile hard disk, a magnetic disk or an optical disk.

The foregoing is merely exemplary embodiments of the present disclosure and is not intended to limit the scope of the present disclosure. That is, equivalent changes and modifications are contemplated by the teachings of this disclosure, which fall within the scope of the present disclosure. Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure.

This application is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains.

Claims

1. A road condition prompting method, characterized by comprising:

If the detour route does not exist, generating a second road state instruction according to each limited road section in the driving route, and sending the second road state instruction to the user side so as to prompt the user side to drive the first limited road section according to the second road state instruction;

The driving information further includes driving weather, road conditions, driver level and driving vehicles, the limiting element further includes limiting reasons, and the calculating the early warning value of the user side passing through the first limiting road section according to the driving information and the limiting element includes:

the first preset formula is as follows:

wherein max (0, T _S-T_CU) indicates that if T _CU is less than Ts, the ue waits for the limitation to start, and if T _CU is greater than or equal to T _S, the term is 0; max (0, T _CU-T_E) indicates that if T _CU is less than T _E, the ue arrives before the end of the restriction, and if T _CU is greater than or equal to T _E, this term is 0;

The driving information further includes driving weather, road conditions, driver level, and driving vehicles, the limiting element further includes a limiting reason, and the generating a second road state instruction according to each of the limiting sections in the driving route includes:

wherein the second preset formula includes:

Wherein V ₁ is the recommended driving speed, V ₂ is the standard driving speed range of the user side, f (W, D, P, V) is an influence function integrating the driving weather, the road condition, the driver level and the driving vehicle, H (N ₁,N₂,…,N_m) is an influence function of one or more target restricted road segments, and m represents the number of target restricted road segments; wherein, Wherein h _j(N_j) is a passing time function h (N) of the jth target restricted road section, N _j is an actual passing time of the jth target restricted road section, i _j represents a presence index of the target restricted road section, i _j is 1 if the target restricted road section exists, and i _j is 0 if the target restricted road section does not exist;

Wherein,

Wherein N is the actual passing time, N _opt is the optimal passing time, k _n is the adjustment coefficient, and gamma is the parameter for adjusting the steepness of the tanh () function; wherein,

Where k _W、k_D、k_P、k_V is a weight coefficient.

2. The road state prompting method according to claim 1, wherein the acquiring traffic information, extracting a restriction tag in the traffic information, comprises:

3. The road condition prompting method according to claim 1, characterized in that the method further comprises:

4. The road condition prompting method according to claim 1, wherein said determining whether a detour exists includes:

judging whether a detour route exists according to the driving route;

If the detour route exists, judging whether a limited road section with the early warning value larger than the early warning threshold exists in the detour route; if no limited road section with the early warning value larger than the early warning threshold exists in the detour route, generating a first road state instruction according to the detour route, and sending the first road state instruction to the user side;

5. The road condition prompting method according to claim 1, characterized in that the method further comprises:

6. A road condition prompting system for implementing the road condition prompting method according to claim 1, characterized by comprising:

The limiting road section determining module is used for receiving driving information sent by a user side, and determining at least one limiting road section in the driving route and limiting elements of the limiting road sections according to the driving route and the limiting labels in the driving information; the early warning value calculation module is used for calculating an early warning value of the user side passing through a first limiting road section according to the driving information and the limiting elements before the user side enters the first limiting road section in the driving route, wherein the early warning value is used for evaluating whether the user side can safely and quickly pass through the first limiting road section under the driving information, the safe passing means that the user side passes through the first limiting road section on the premise of meeting limiting measures in the limiting elements, and the quick passing means that the waiting time of the user side passing through the first limiting road section in the limiting time in the limiting elements is smaller than a preset time threshold;

7. An electronic device comprising a processor, a memory, a user interface, and a network interface, the memory to store instructions, the user interface and the network interface to communicate to other devices, the processor to execute the instructions stored in the memory to cause the electronic device to perform the method of any of claims 1-5.

8. A computer storage medium storing instructions which, when executed, perform the method of any one of claims 1-5.