# 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
According to Table 11, the economic and comfort performance of the road and the effective length calculation indicate that the cumulative comfort consumption rates of the red planning path and blue reference path are 56.62 and 59.06, respectively, and the total economic losses are 88.28 and 88.19, respectively. In comparison with the reference path, the user personalization path that integrates user A's habits increases comfort performance while decreasing economic performance slightly. The comfort performance increment of user A is contrary to the economic performance increment, and comparing the performance of the red and blue paths is difficult. Hence, in this work, the increase in comfort loss is \(\Delta C_{\text{c}}=-2.44\), economic loss increment is \(\Delta C_{\text{m}}=0.09\) and is dimensionless, as shown in Formula (20). Between \(c_{\text{total}}\) and \(m_{\text{total}}\), t represents the time consumption of the red path and the total amount of economic consumption. \[\left\{ \begin{array}{l}\Delta C_{\text{c}}^{\prime}=\frac{|\Delta C_{\text{ c}}|}{c_{\text{total}}}\\ \Delta C_{\text{m}}^{\prime}=\frac{|\Delta C_{\text{m}}|}{m_{\text{total}}} \end{array} \right. \tag{20}\]  
The calculation shows that \(\Delta C_{\text{c}}^{\prime}\) and \(\Delta C_{\text{m}}^{\prime}\) are satisfied in Formula (21). \[\frac{\Delta C_{\text{m}}^{\prime}}{0.32}<\frac{\Delta C_{\text{c}}^{\prime}}{ 0.63} \tag{21}\]  
Therefore, for user A, the increased comfort performance of the red path is greater than the economic performance reduction, the red path is more consistent with user A's driving habits. (2) Example 2  
Time + economic user B ([0.35,0.57,0.08]) and user A ([0.05,0.32,0.63]) show significant differences in driving characteristics. Specifically, the former places high importance in time and economic factors while ignoring the influence of comfort; that is, for time level 2, the influence coefficient is 0.35, and for time level 1, the influence coefficient is 0.57. Reference example A makes personalized path planning from user B's perspective, and the path planning process is no longer duplicated. The individual performance and effective length of the related roads are shown in Table 12. Table 11 shows that the Yun Qi Road, South Second Ring, Wan Jiali viaduct, Wanjiali North Road, and Xianghu West Road appear in the path planning of users A and B; however, the road presents a considerable difference in terms of the personalized performance value and its effective length. Hence, verifying the performance of the proposed personalized path varies from person to person. \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{4}{*}{Individualization Route based on B} & Yun Qi Road & 4 & 0.49 & 0.35 & 0.53 & 0.37 & 3.77 \\  & South Second Ring & 4 & 0.49 & 0.35 & 0.53 & 0.37 & 8.77 \\ \cline{1-1}  & Labor East Road & 5 & 0.35 & 0.30 & 0.39 & 0.29 & 1.37 \\ \cline{1-1}  & Wanjiali viaduct & 2 & 0.67 & 0.65 & 0.59 & 0.61 & 11.36 \\ \cline{1-1}  & Wanjiali North Road & 6 & 0.37 & 0.32 & 0.47 & 0.31 & 2.54 \\ \cline{1-1}  & Xianghu West Road & 7 & 0.28 & 0.30 & 0.34 & 0.27 & 1.13 \\ \hline \hline \end{tabular}
\end{table} 
Table 12: Personalized performance of road based on B. The optimal path model based on user B and the actual path, as shown in Figure 10a,b, respectively, remain unchanged in terms of the descriptions of the colors corresponding to the planning paths. Figure 10 shows that the blue and red paths are driven mainly by the main road or viaduct, and they shorten the detour distance as much as possible. In comparison with the blue reference path, the red path representing the personalized path of user A can effectively avoid the East Second Ring Road, Bayi Road, South Road, Furong Road, Wuyi Road, and the bottleneck of a congested road. The road is relatively unimpeded.