# Path Planning Strategy for Vehicle Navigation Based on User Habits
## 3 Results
### Real Routine Verification
#### 3.2.2 Validation of the Effectiveness of Personalized Planning
The optimal path model and actual planning path for user A are shown in Figure 9a,b, respectively. In these figures, blue denotes the optimal planning path for users of the same type [20], red denotes the optimal path to merge user A's driving habits, and green denotes the log track of user A. \begin{table}
\begin{tabular}{c c c c c c c c} \hline \hline
**Path Name** & **Related Road** & **Level** & **T** & **M** & **C** & **Personal-Value** & **Effective Length/km** \\ \hline \multirow{8}{*}{Individualization Route based on A} & Yun Qi Road & 4 & 0.49 & 0.35 & 0.53 & 0.45 & 3.77 \\  & South Second Ring & 4 & 0.49 & 0.35 & 0.53 & 0.45 & 1.89 \\  & Xiaoxiang Middle Road & 8 & 0.48 & 0.33 & 0.63 & 0.50 & 6.40 \\  & Orange Chau Bridge & 8 & 0.58 & 0.50 & 0.77 & 0.65 & 1.20 \\  & Xiangjiang Middle Road & 8 & 0.48 & 0.33 & 0.63 & 0.50 & 3.57 \\  & 31 Avenue & 3 & 0.48 & 0.28 & 0.43 & 0.36 & 6.71 \\  & Wan Jialistudet & 2 & 0.67 & 0.65 & 0.59 & 0.58 & 2.49 \\  & WanjialiNorth Road & 6 & 0.37 & 0.32 & 0.47 & 0.40 & 2.54 \\  & Xianghu West Road & 7 & 0.28 & 0.30 & 0.34 & 0.31 & 1.13 \\ \hline \multirow{8}{*}{literature Resources Route} & Yun Qi Road & 4 & 0.49 & 0.35 & 0.53 & 0.45 & 3.77 \\  & South Second Ring & 4 & 0.49 & 0.35 & 0.53 & 0.45 & 1.89 \\  & Xiaoxiang Middle Road & 8 & 0.48 & 0.33 & 0.63 & 0.50 & 7.87 \\  & Yingpan Road Tummel & 3 & 0.50 & 0.35 & 0.48 & 0.41 & 1.35 \\  & Xiangjiang Middle Road & 8 & 0.48 & 0.33 & 0.63 & 0.50 & 2.43 \\  & Xiangjiang North Road & 8 & 0.48 & 0.40 & 0.63 & 0.50 & 2.45 \\  & Fucheng Road & 7 & 0.37 & 0.36 & 0.33 & 0.32 & 0.72 \\  & Hibiscus North Road & 5 & 0.30 & 0.25 & 0.40 & 0.33 & 0.17 \\  & Fuyuan West Road & 6 & 0.44 & 0.37 & 0.44 & 0.41 & 2.83 \\  & The Fuyanamiddle road & 6 & 0.44 & 0.37 & 0.44 & 0.41 & 3.01 \\  & Wanjiali viaduct & 2 & 0.67 & 0.65 & 0.59 & 0.58 & 0.43 \\  & WanjialiNorth Road & 6 & 0.37 & 0.32 & 0.47 & 0.40 & 2.54 \\  & Xianghu West Road & 7 & 0.28 & 0.30 & 0.34 & 0.31 & 1.13 \\ \hline \multirow{8}{*}{log trajectory} & Yun Qi Road & 4 & 0.49 & 0.35 & 0.53 & 0.45 & 3.77 \\  & South Second Ring & 4 & 0.49 & 0.35 & 0.53 & 0.45 & 1.89 \\  & Xiaoxiang Middle Road & 8 & 0.48 & 0.33 & 0.63 & 0.50 & 6.40 \\  & Orange Chau Bridge & 8 & 0.58 & 0.50 & 0.77 & 0.65 & 1.20 \\  & Xiangjiang Middle Road & 8 & 0.48 & 0.33 & 0.63 & 0.50 & 3.57 \\  & 31 Avenue & 3 & 0.48 & 0.28 & 0.43 & 0.36 & 6.71 \\  & Wanjiali viaduct & 2 & 0.67 & 0.65 & 0.59 & 0.58 & 2.49 \\  & WanjialiNorth Road & 6 & 0.37 & 0.32 & 0.47 & 0.40 & 0.74 \\  & Special road & 6 & 0.43 & 0.32 & 0.41 & 0.36 & 1.71 \\  & Xi Xia Road & 6 & 0.49 & 0.36 & 0.47 & 0.41 & 1.53 \\ \hline \hline \end{tabular}
\end{table} 
Table 11: Personalized performance of road based on A.  
Figure 9: **(a)** The optimal path model for user A; **(b)** The optimal actual planning path for user A. Where, the green represents log trajectory, the blue represents literature Reference resources Route, and the red represents the Individualization Route based on A. Detailed performance of the relevant roads refer to Table 11.  
Figure 9 shows that in the landscape area, the blue and red paths are dominated by the surrounding landscape of Juzzhou Road, which showcases fresh air, beautiful scenery and low noise. The blue line represents the Yingpan road tunnel, and the red path shows the Orange Island Bridge across the area, overlooking the Orange Island scenery. The latter is in line with user A's comfort requirements. In addition, the red route chooses the path from the perspective of user A, considering the comfort factors, and at the same time, it also focuses on the economic factors. In the non-sightseeing section, a small number of branches are allowed to reduce the detour distance to make up for the additional economic losses caused by the bypass of the two ends of the Orange Island Bridge.