CN108320537B - Method and device for calculating vehicle queuing length - Google Patents
Method and device for calculating vehicle queuing length Download PDFInfo
- Publication number
- CN108320537B CN108320537B CN201810304710.1A CN201810304710A CN108320537B CN 108320537 B CN108320537 B CN 108320537B CN 201810304710 A CN201810304710 A CN 201810304710A CN 108320537 B CN108320537 B CN 108320537B
- Authority
- CN
- China
- Prior art keywords
- green light
- time
- sequence
- headway
- value
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
Abstract
The invention provides a method and a device for calculating vehicle queuing length, wherein the method comprises the following steps: acquiring a first head time distance of a target lane stop line position, and generating a first head time distance sequence of a current green light period; and when the numerical value in the first headway time distance sequence is discrete, determining the maximum queue length of the green light period according to the position of the discrete numerical value in the first headway time distance sequence. The method of the invention applies the vehicle dissipation rule, vehicles stopping in the queue dissipate from the stop state to the continuous state, and the vehicles are continuous variables, and when the next vehicle at the tail of the queue is not in the queue, the running state of the vehicle does not follow the vehicle dissipation rule, and discrete variables are generated, so the position of the discrete variables is the position of the vehicles at the tail of the queue, thereby the maximum queuing length can be determined.
Description
Technical Field
The invention relates to the technical field of intelligent traffic, in particular to a method and a device for calculating vehicle queuing length.
Background
The real-time acquisition of road traffic parameters and the accurate judgment of traffic states are the basis for implementing effective traffic control, the queuing length of vehicles in a road section is one of important parameters for effectively describing the road traffic states, and the real-time and accurate estimation of the queuing length of the vehicles can provide powerful support for intelligent traffic applications such as traffic signal control effect evaluation, traffic signal control scheme optimization, traffic guidance and the like.
The most common method for acquiring the vehicle queuing length in the prior art is obtained by software operation after a simulation model is established based on microscopic simulation software. In addition, other methods for obtaining the queuing length by hardware calculation mainly include the following two methods:
one is a queuing length detection method based on video analysis, which mainly detects whether vehicles exist on a road section or not according to the difference of corresponding frequency spectrums of images with and without vehicles by an image recognition technology; the other method is that the flow of the inlet is calculated by a section detector, then the calculation is carried out by a preset model, and the method is mainly applied to adaptive traffic signal control systems such as SCOOT and the like.
The queuing length calculated by utilizing microscopic simulation software is not real-time often and can only be used as an independent sample for rough analysis, moreover, calibration parameters input by the simulation software from the outside are too much, the precision of a mathematical model used by the simulation software cannot objectively reflect the real traffic operation rule, and the obtained queuing length has large errors, so that the expected requirement cannot be met; the video detection is influenced by the environment, the detection precision is reduced in rainy and snowy days, and the video detection cost is high; the section detector for calculating the queuing length through flow has the problems that the accuracy of the detector is unstable, such as the aging of a coil detector, and the driving behavior of a vehicle after passing through the detector cannot be predicted only by the flow, so the accuracy cannot be guaranteed.
In conclusion, the existing vehicle queuing length calculation method is poor in accuracy and low in reliability when the queuing length of the vehicle is calculated.
Disclosure of Invention
In view of the above, the present invention provides a method and an apparatus for calculating a vehicle queuing length, so as to alleviate the technical problems of poor accuracy and low reliability when calculating the queuing length of a vehicle by using the conventional vehicle queuing length calculating method.
In a first aspect, an embodiment of the present invention provides a method for calculating a vehicle queuing length, where the method includes:
acquiring a first headway time distance of a target lane stop line position, and generating a first headway time distance sequence of a current green light period, wherein the first headway time distance is a time interval of two continuously running vehicles passing through the target lane stop line;
and when the numerical value in the first headway time distance sequence is discrete, determining the maximum queue length of the green light period according to the position of the discrete numerical value in the first headway time distance sequence.
With reference to the first aspect, an embodiment of the present invention provides a first possible implementation manner of the first aspect, where periodic vehicle passing data of a vehicle passing through an upstream position of the target lane is obtained while the first headway time is obtained, where the periodic vehicle passing data at least includes the vehicle passing through the upstream position of the target lane from a green light turning-on time and a vehicle passing time corresponding to the vehicle, and the method further includes:
and determining the green starting queuing length at the green light turning-on time according to the periodic vehicle passing data and the maximum queuing length.
With reference to the first aspect, an embodiment of the present invention provides a second possible implementation manner of the first aspect, where determining, according to the periodic vehicle passing data and the maximum queuing length, a green starting queuing length at a green light turning-on time includes:
determining a second head time interval of the upstream position of the target lane according to the periodic vehicle passing data, and generating a second head time interval sequence starting from the turning-on time of the green light;
comparing the maximum queuing length with a first preset value, wherein the first preset value is used for representing the maximum capacity of the vehicles in the road section between the upstream position of the target lane and the position of the stop line of the target lane;
and when the maximum queuing length is smaller than the first preset value, correcting the maximum queuing length based on the second head hour sequence to obtain the green starting queuing length at the green light turning-on moment.
With reference to the first aspect, an embodiment of the present invention provides a third possible implementation manner of the first aspect, where, while obtaining the first headway time, a first traffic flow of a vehicle passing through a position of a stop line of the target lane in a current green light period is obtained, and a second traffic flow of a position upstream of the target lane from a time when a green light is turned on is obtained, and when the maximum queuing length is not less than the first preset value, the method further includes:
and calculating the green starting queue length at the green lamp lighting time based on the first traffic flow and the second traffic flow.
With reference to the first aspect, an embodiment of the present invention provides a fourth possible implementation manner of the first aspect, where the correcting the maximum queuing length based on the second headway sequence to obtain a green-starting queuing length at the green light turning-on time includes:
counting a third traffic flow passing through the upstream position of the target lane within a preset time before the end of the green light;
counting the number of the values continuously smaller than a second preset value from the first value of the second head-hour distance sequence;
according to the correction formula Q ═ i-Vx-NuCorrecting the maximum queue length to obtain the green starting queue length of the green light on time, wherein i represents the maximum queue length, and V represents the maximum queue lengthxRepresents the third flow rate, NuAnd Q represents the green starting queue length of the green light at the turn-on time.
With reference to the first aspect, an embodiment of the present invention provides a fifth possible implementation manner of the first aspect, where calculating a green start queue length at the green light turn-on time based on the first traffic flow and the second traffic flow includes:
calculating the formula Q ═ V according to the queuing lengthsG-VuGCalculating the green starting queue length of the green light on time, wherein VsGRepresents the first flow rate of traffic, VuGAnd Q represents the green starting queue length of the green light at the turn-on time.
With reference to the first aspect, an embodiment of the present invention provides a sixth possible implementation manner of the first aspect, where when values in the first headway sequence are discrete, determining the maximum queue length of the green light period according to a position of the discrete values in the first headway sequence includes:
determining a discrete numerical value in the first headway time sequence, wherein the discrete numerical value is a numerical value of which the first numerical value in the first headway time sequence is greater than a third preset value;
judging whether first target values in the first headway time interval sequence are all smaller than the third preset value, wherein the first target values are preset number values after the discrete values in the first headway time interval sequence;
and if not, determining the maximum queuing length of the green light period according to the position of the discrete numerical value in the first locomotive time interval sequence.
With reference to the first aspect, an embodiment of the present invention provides a seventh possible implementation manner of the first aspect, where the method further includes:
if the first target values in the first headway time interval sequence are judged to be smaller than the third preset value, determining a next discrete value in the first headway time interval sequence, wherein the next discrete value is a value of which the first value in the rest values is larger than the third preset value, and the rest values are values left after the discrete value in the first headway time interval sequence and the value before the discrete value are removed;
judging whether second target values in the first head time interval sequence are all smaller than the third preset value, wherein the second target values are preset number values after the next discrete value in the first head time interval sequence;
and if not, determining the maximum queue length of the green light period according to the position of the next discrete value in the first headway time-distance sequence.
With reference to the first aspect, an embodiment of the present invention provides an eighth possible implementation manner of the first aspect, where the first preset value is calculated according to a preset value calculation formula, where the preset value calculation formula is:
l represents a distance between the target-lane upstream position and the target-lane stop-line position, and N represents a preset vehicle pitch, which is a distance between two vehicles traveling continuously.
In a second aspect, an embodiment of the present invention further provides a device for calculating a queuing length of a vehicle, where the device includes:
the system comprises an acquisition module, a processing module and a control module, wherein the acquisition module is used for acquiring a first headway time distance of a target lane stop line position and generating a first headway time distance sequence of a current green light period, and the first headway time distance is a time interval of two continuously running vehicles passing through the target lane stop line;
and the first determining module is used for determining the maximum queue length of the green light period according to the position of the discrete numerical value in the first headway time distance sequence when the numerical value in the first headway time distance sequence is discrete.
The embodiment of the invention has the following beneficial effects: the embodiment of the invention provides a method and a device for calculating the queuing length of a vehicle, wherein the method comprises the following steps: acquiring a first headway time distance of a target lane stop line position, and generating a first headway time distance sequence of a current green light period, wherein the first headway time distance is a time interval of two continuously running vehicles passing through the target lane stop line; and when the numerical value in the first headway time distance sequence is discrete, determining the maximum queue length of the green light period according to the position of the discrete numerical value in the first headway time distance sequence.
In the existing vehicle queuing length calculation method, the method of microscopic simulation software has no real-time performance, can only be used as an independent sample for rough analysis, cannot objectively reflect the actual traffic operation rule, and has larger calculation result error; the video detection method is influenced by the environment, the detection precision is reduced, and the cost is high; the cross section detector has the problem of unstable detector itself and poor detection precision. Compared with the existing vehicle queuing length calculation method, the vehicle queuing length calculation method provided by the embodiment of the invention has the advantages that the first head time distance of the position of the stop line of the target lane is firstly obtained, the first head time distance sequence of the current green light period is obtained, and when the numerical value in the first head time distance sequence is discrete, the maximum queuing length of the green light period is determined according to the position of the discrete numerical value in the first head time distance sequence. The method of the invention determines the maximum queue length of the green light period according to the discrete position of the numerical value in the first headway sequence of the position of the target lane stop line, and the determination method applies the vehicle dissipation rule, namely, vehicles stopping in the queue start to dissipate continuously from the stop state, and under the normal condition, the numerical value of the headway changes in a numerical value interval. When the next vehicle at the tail of the queue is not in the queue, the running state of the next vehicle is not in accordance with the vehicle dissipation rule, and the numerical value of the time distance between the heads of the vehicles is scattered, so that the position of the scattered variable is the position of the vehicle at the tail of the queue, and the maximum queuing length of the green light period can be obtained.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
In order to make the aforementioned and other objects, features and advantages of the present invention comprehensible, preferred embodiments accompanied with figures are described in detail below.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.
FIG. 1 is a flow chart of a method for calculating a vehicle queue length according to an embodiment of the present invention;
fig. 2 is a flowchart of a method for determining a maximum queue length of a green light period according to a position of a discrete value in a first headway time interval sequence when the discrete value occurs in the first headway time interval sequence according to an embodiment of the present invention;
fig. 3 is a flowchart of a method for determining a green queue length at a green light turn-on time according to periodic vehicle passing data and a maximum queue length according to an embodiment of the present invention;
fig. 4 is a flowchart of a method for correcting the maximum queuing length based on the second headway time sequence to obtain a green start queuing length at the green light turn-on time according to the embodiment of the present invention;
fig. 5 is a block diagram of a vehicle queue length calculating device according to an embodiment of the present invention.
Icon:
11-an acquisition module; 12-first determining module.
Detailed Description
To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
For the convenience of understanding the embodiment, a detailed description will be given to a method for calculating the vehicle queue length disclosed in the embodiment of the present invention.
The first embodiment is as follows:
a method for calculating a queuing length of a vehicle, referring to fig. 1, the method comprising:
s102, obtaining a first headway time distance of a target lane stop line position, and generating a first headway time distance sequence of a current green light period, wherein the first headway time distance is a time interval of two continuously running vehicles passing through the target lane stop line;
through long-term observation and analysis of traffic data stream data, the inventor finds that generally in off-peak hours, the time headway between two vehicles which continuously run is detected when a vehicle in a queue runs through a stop line after a green light is turned on. Namely, the numerical values of the head time distances of the vehicles in the queue are aggregated, while the head time distances of the vehicles not in the queue are scattered, so that the positions of the vehicles at the tail of the queue can be determined according to the scattered head time distances, and the maximum queue length of the green light period is obtained.
As an alternative implementation mode, the scheme can be realized through a set of system. The system comprises a vehicle detector, a gateway and an upper computer, wherein the vehicle detector (called as a stop line detector) is embedded at a stop line position of a target lane in advance, and the vehicle detector can be a detector for directly or indirectly detecting the time distance of a vehicle head, such as a geomagnetic detector, a microwave detector, a coil detector, a video detector and the like.
After a vehicle detector is buried and configured at the position of a stop line, after a green light is turned on, vehicles in a target lane start to move, and when the vehicles pass through the stop line detector, the stop line detector can detect the time interval that the same characteristic parts of two vehicles which continuously run pass through the stop line detector, namely the first head time interval, and specifically, the time interval is calculated by the time difference that the same characteristic parts (such as the head, the tail and the like) of the two vehicles pass through the stop line detector.
As an optional implementation manner, in the current green light period, a plurality of continuous vehicles pass through the stop line detector, so that a corresponding first head time distance sequence is obtained, the obtained first head time distance sequence is sent to the gateway, and the first head time distance sequence is sent to the upper computer by the gateway, so that the upper computer performs calculation of the vehicle queuing length.
S104, when the numerical value in the first head time distance sequence is discrete, determining the maximum queue length of the green light period according to the position of the discrete numerical value in the first head time distance sequence.
And after the first head time distance sequence is obtained, judging whether the numerical value is discrete or not, and when the numerical value in the first head time distance sequence is discrete, determining the maximum queue length of the green light period according to the position of the discrete numerical value in the first head time distance sequence. The process is described in detail below, and is not described herein again.
In the existing vehicle queuing length calculation method, the method of microscopic simulation software has no real-time performance, can only be used as an independent sample for rough analysis, cannot objectively reflect the actual traffic operation rule, and has larger calculation result error; the video detection method is influenced by the environment, the detection precision is reduced, and the cost is high; the cross section detector has the problem of unstable detector itself and poor detection precision. Compared with the existing vehicle queuing length calculation method, the vehicle queuing length calculation method provided by the embodiment of the invention has the advantages that the first head time distance of the position of the stop line of the target lane is firstly obtained, the first head time distance sequence of the current green light period is obtained, and when the numerical value in the first head time distance sequence is discrete, the maximum queuing length of the green light period is determined according to the position of the discrete numerical value in the first head time distance sequence.
The method of the invention determines the maximum queue length of the green light period according to the discrete position of the numerical value in the first headway sequence of the position of the target lane stop line, and the determination method applies the vehicle dissipation rule, namely, vehicles stopping in the queue start to dissipate continuously from the stop state, and under the normal condition, the numerical value of the headway changes in a numerical value interval. When the next vehicle at the tail of the queue is not in the queue, the running state of the next vehicle is not in accordance with the vehicle dissipation rule, and the numerical value of the time distance between the heads of the vehicles is scattered, so that the position of the scattered variable is the position of the vehicle at the tail of the queue, and the maximum queuing length of the green light period can be obtained.
The foregoing has outlined a brief introduction to determining the maximum queue length for a green light cycle, and the details of the specific discussion therein are described below.
In an alternative embodiment, referring to fig. 2, when the values in the first headway sequence are discrete, determining the maximum queue length of the green light period according to the positions of the discrete values in the first headway sequence comprises:
s201, determining a discrete numerical value in the first head time interval sequence, wherein the discrete numerical value is a numerical value of which the first numerical value in the first head time interval sequence is greater than a third preset value;
for purposes of example, assume that the first headway is denoted by headway, abbreviated as Hdwy, in seconds.
The first head time sequence Hdwy S is obtained1，S2，S3，S4，…，S14]＝2，2，3，2，3，4，4，5，8，9，8，9，8，8；
In the first headway sequence, a value is determined at which dispersion occurs. Specifically, in the first headway time sequence, a first value greater than a third preset value is determined, and preferably, the third preset value is 7.
So as to obtain the first value HdwyS larger than the third preset value9And if the number of the vehicles is 8, the maximum number of the queued vehicles is judged to be 8 preliminarily.
The embodiment of the present invention does not specifically limit the size of the third preset value.
S202, judging whether first target values in the first head time interval sequence are all smaller than a third preset value, wherein the first target values are preset number values after discrete values in the first head time interval sequence;
after the discrete numerical values are obtained, whether the preset number of numerical values after the discrete numerical values are all smaller than a third preset value is judged in the first locomotive time interval sequence.
The judgment is to clean the headway, and the stop line detector can cause the condition that the headway numerical value is suddenly overlarge due to the reasons of detector failure or abnormal driving behavior and the like, so that the judgment is continuously carried out to judge whether the preset numerical value after the occurrence of the discrete numerical value is a small value or not, and if the preset numerical value is the small value, the occurrence of the discrete numerical value is considered to be an error value which is not a true discrete numerical value; if the value is not small, the value in which the dispersion occurs is considered to be a correct value and is a value in which the dispersion actually occurs. In the embodiment of the present invention, the preferable preset numberThe number of the cells is 5, and the embodiment of the present invention does not specifically limit the value of the preset number of cells. That is, the discrete occurrence of the HdwyS is obtained9After 8, HdwyS is judged continuously10，HdwyS11，HdwyS12，HdwyS13，HdwyS14Whether both are smaller than the third preset value 7.
S203, if the judgment result is no, determining the maximum queue length of the green light period according to the position of the discrete numerical value in the first headway time interval sequence.
Apparently, HdwyS10，HdwyS11，HdwyS12，HdwyS13，HdwyS14If the unevenness is less than 7, the maximum queue length of the green light period is determined according to the positions of the discrete values in the first headway time sequence. That is, HdwyS9The value 8 indicates that a true dispersion occurs, and the maximum queue length of the corresponding green period is 8 (because its position in the first headway sequence is the 8 th bit).
Optionally, the method further comprises:
s204, if the first target values in the first head time interval sequence are judged to be smaller than a third preset value, determining a next discrete value in the first head time interval sequence, wherein the next discrete value is a value of which the first value in the remaining values is larger than the third preset value, and the remaining values are values which are left after the discrete value in the first head time interval sequence is removed and the value before the discrete value is removed;
assuming the first derived headway sequence Hdwy S1，S2，S3，S4，…，S14]＝2，2，3，2，8，3，4，4，3，2，8，9，8，8，9，8；
In the first headway sequence, the first value HdwyS greater than the third predetermined value (e.g., 7) is obtained5＝8。
After obtaining the discrete value HdwyS5After 8, HdwyS is judged continuously6，HdwyS7，HdwyS8，HdwyS9，HdwyS10Whether all are less than the thirdA preset value of 7, obviously HdwyS6，HdwyS7，HdwyS8，HdwyS9，HdwyS10Are all less than the third preset value 7, which indicates HdwyS5If the first time interval is an error value, continuing to determine a next discrete value in the first headway time interval sequence, wherein the next discrete value is a value of the first remaining value which is larger than a third preset value, and the remaining value is a value of the first headway time interval sequence which is left after the discrete value is removed and the value before the discrete value is removed.
That is, in HdwyS5The next value greater than 7 is then determined, and it is apparent that HdwyS11Not greater than 8, i.e. HdwyS11The next discrete value is 8.
S205, judging whether second target values in the first head time interval sequence are all smaller than a third preset value, wherein the second target values are preset number values after a next discrete value in the first head time interval sequence;
after obtaining the discrete value HdwyS11And after 8, continuously judging whether the preset number of values after the next discrete value is smaller than a third preset value in the first head time interval sequence.
In the embodiment of the present invention, the preferable number of the preset numbers is 5, and the value of the preset number is not particularly limited in the embodiment of the present invention. That is, the discrete occurrence of the HdwyS is obtained11After 8, HdwyS is judged continuously12，HdwyS13，HdwyS14，HdwyS15，HdwyS16Whether both are smaller than the third preset value 7.
S206, if the judgment result is no, determining the maximum queue length of the green light period according to the position of the next discrete numerical value in the first headway time-distance sequence.
Apparently, HdwyS12，HdwyS13，HdwyS14，HdwyS15，HdwyS16If the unevenness is less than 7, the maximum queue length of the green period is determined according to the position of the next discrete value in the first headway sequence.That is, HdwyS11The value 8 indicates that a true dispersion occurs, and the maximum queue length of the corresponding green period is 10 (since its position in the first headway sequence is the 10 th bit).
If yes, the steps are repeated until a discrete numerical value meeting the condition is obtained, and then the maximum queue length of the green light period can be obtained.
The above details how to determine the maximum queue length of the green light period, and how to calculate the green start queue length at the green light on time will be described below.
The inventor considers that the green start queue length at the green light turn-on time cannot be calculated by using the parking line detector alone. Because the vehicles at the front in the queue are started sequentially and sequentially pass through the stop line detector at the green light starting time, the vehicles at the tail of the queue cannot move at the first time when the green light is started, the vehicles at the upstream can continuously join the tail of the queue to enter the queue, and the vehicles which are joined into the queue after the green light is started cannot be judged by the stop line detector through the head time interval, namely the obtained maximum queuing length comprises the vehicles which enter the fleet after the green light is started. In practice, the green-starting queuing length at the green light-starting time needs to subtract the number of vehicles entering the fleet after the green light is started from the maximum queuing length; it is further found through experiments that if a vehicle enters the upstream detector in the first few seconds after the green light is turned off, the vehicle cannot enter the fleet at the green light turning-on time, but the vehicle enters the fleet several seconds after the green light is turned on, that is, the obtained maximum queue length also includes the part of the vehicle, so the green light turning-on queue length at the green light turning-on time needs to subtract the maximum queue length from the part of the vehicle.
Based on this, the inventors thought to correct the maximum queue length by the data of the upstream detector, and further determine the green start queue length at the green light on timing.
In an optional embodiment, the first headway time is obtained while the periodic vehicle passing data that the vehicle passes through the upstream position of the target lane is obtained, where the periodic vehicle passing data at least includes the vehicle that starts to pass through the upstream position of the target lane from the green light on time and the corresponding vehicle passing time of the vehicle, and the method further includes:
and determining the green starting queue length at the green light turning-on time according to the periodic vehicle passing data and the maximum queue length.
In the embodiment of the invention, the first headway time is obtained, and meanwhile, the periodic vehicle passing data of the vehicle passing through the upstream position of the target lane is obtained. In specific implementation, a vehicle detector (called as an upstream detector) is buried at an upstream position of a target lane, periodic vehicle passing data of a vehicle passing through the upstream position of the target lane can be detected through the upstream detector, then the periodic vehicle passing data is sent to a gateway, and then the gateway sends the periodic vehicle passing data to an upper computer, so that the upper computer calculates to obtain a green start queuing length at a green light turning-on time.
The upstream position of the target lane may be a position 200 meters away from the stop line, of course, the buried position of the upstream detector is related to the actual situation of the intersection, and the distance between the upstream detector and the stop line may also be other values.
The method can determine the green starting queuing length at the green light starting time, and the process of determining the green starting queuing length at the green light starting time according to the periodic vehicle passing data and the maximum queuing length is described in detail hereinafter, and is not described again.
In an alternative embodiment, referring to fig. 3, determining the green start queue length at the green light on time according to the periodic vehicle passing data and the maximum queue length includes:
s301, determining a second head time interval of the upstream position of the target lane according to the periodic vehicle passing data, and generating a second head time interval sequence starting from the turning-on time of the green light;
specifically, after the periodic vehicle passing data is obtained, the second headway time interval of the upstream position of the target lane can be determined, and then the second headway time interval sequence starting from the green light turn-on time is generated. The second headway is the time interval between two vehicles traveling in succession passing the upstream position of the target lane.
The second headway sequence is illustrated below, assuming the second headway sequence Hdwy U1，U2，U3，U4，U5]＝1，3，6，4，2。
S302, comparing the maximum queuing length with a first preset value, wherein the first preset value is used for representing the maximum capacity of the vehicles in the road section between the upstream position of the target lane and the position of the stop line of the target lane;
for example, the maximum queue length determined in step S206 is 10, and the maximum queue length is compared with the first preset value.
Specifically, the first preset value is calculated according to a preset value calculation formula, wherein the preset value calculation formula is as follows:
l denotes a distance between an upstream position of the target lane and a position of a stop line of the target lane, N denotes a preset vehicle pitch, and the vehicle pitch is a distance between two vehicles that travel continuously.
Assuming that L is 180 meters in size and N is 9 meters in size, then NaIs 20, and the embodiment of the present invention does not specifically limit the above values.
The maximum queue length 10 is compared with a first preset value 20.
And S303, when the maximum queuing length is smaller than the first preset value, correcting the maximum queuing length based on the second head hour distance sequence to obtain the green starting queuing length at the green light turning-on moment.
Obviously, the maximum queue length is 11 and is smaller than the first preset value 20, and then the maximum queue length is corrected based on the second head-hour distance sequence, so that the green starting queue length at the green light turn-on time is obtained.
In an alternative embodiment, referring to fig. 4, the correcting the maximum queue length based on the second headway sequence to obtain the green start queue length at the green light on time includes:
s401, counting a third traffic flow passing through the upstream position of the target lane within a preset time before the end of the green light;
preferably, the preset time is within 5 seconds, and the preset time is not particularly limited in the embodiment of the present invention.
The third traffic flow indicates the number of vehicles entering after the green light is turned on.
If a vehicle enters the upstream detector in the first few seconds after the green light is finished, the vehicle cannot enter the fleet at the green light starting time, but the vehicle enters the fleet a few seconds after the green light is started, namely the obtained maximum queuing length also comprises the part of the vehicles, the part of the vehicles do not belong to the vehicles in the queuing at the green light starting time, and the third traffic flow is the part of the vehicles.
S402, counting the number of values which are continuously smaller than a second preset value from a first value of a second head hour distance sequence;
as described in step S301, assume the second headway sequence Hdwy [ U ]1，U2，U3，U4，U5]1, 3, 6, 4, 2; preferably, the size of the second preset value is 4, and the size of the second preset value is not particularly limited in the embodiment of the present invention.
Starting from the first value of the second headway sequence (e.g. 1, 3, 6, 4, 2), the number of values successively smaller than the second preset value 4 is counted, which is obviously 2.
At the moment of turning on the green light, although the vehicles at the front in the queuing queue are started successively and sequentially pass through the stop line detector, the vehicles at the tail of the queue cannot move at the first time of turning on the green light, at the moment, the upstream vehicles can continuously join the tail of the queuing queue to enter the queue, and the vehicles which are joined into the queuing queue after the green light is turned on cannot be judged through the head time interval by the stop line detector, namely, the obtained maximum queuing length comprises the vehicles which enter the queuing queue after the green light is turned on. In practice, the green starting queue length at the green light turning-on time should not include the part of vehicles, so that the number of numerical values continuously smaller than the second preset value is counted, and the numerical value is the number of vehicles joining the tail of the queue from the upstream vehicle.
S403, according to the correction formula Q ═ i-Vx-NuCorrecting the maximum queue length to obtain the green starting queue length at the green light starting time, wherein i represents the maximum queue length, and V represents the maximum queue lengthxIndicates the third flow rate of traffic, NuThe number of the numerical values is shown, and Q represents the green starting queue length at the turn-on time of the green light.
The above description describes the process of calculating the green start queue length at the green light turning-on time when the maximum queue length is smaller than the first preset value, and the following description describes the process of calculating the green start queue length at the green light turning-on time when the maximum queue length is not smaller than the first preset value.
In an optional embodiment, while acquiring the first headway, acquiring a first traffic flow of the vehicle passing through a stop line position of the target lane in the current green light period, and acquiring a second traffic flow of the vehicle passing through an upstream position of the target lane from the turn-on time of the green light, when the maximum queuing length is not less than a first preset value, the method further comprises:
calculating the green starting queuing length at the green light turning-on time based on the first traffic flow and the second traffic flow;
specifically, the method comprises the following steps: calculating the formula Q ═ V according to the queuing lengthsG-VuGCalculating the green starting queue length at the green light starting time, wherein VsGIndicates the first flow rate of traffic, VuGAnd Q represents the green starting queue length at the turn-on time of the green light.
In practical application, the upper computer can simultaneously obtain the detection data of a plurality of lanes, can simultaneously analyze the detection data of the plurality of lanes, and calculate the vehicle queue length of each lane (including the maximum queue length of the green light period and the green start queue length of the green light on time).
Example two:
a vehicle queue length calculation apparatus, referring to fig. 5, comprising:
the obtaining module 11 is configured to obtain a first headway time distance of a target lane stop line position, and generate a first headway time distance sequence of a current green light period, where the first headway time distance is a time interval when two continuously traveling vehicles pass through the target lane stop line;
the first determining module 12 is configured to determine the maximum queue length of the green light period according to a position of the discrete value in the first headway time distance sequence when the value in the first headway time distance sequence is discrete.
In the vehicle queuing length calculation device provided by the embodiment of the invention, the first head time distance of the position of the stop line of the target lane is firstly obtained, the first head time distance sequence of the current green light period is obtained, and when the numerical value in the first head time distance sequence is discrete, the maximum queuing length of the green light period is further determined according to the position of the discrete numerical value in the first head time distance sequence.
The device determines the maximum queuing length of a green light period according to the discrete position of the numerical value in the first headway sequence of the position of the target lane stop line, and the determining device applies a vehicle dissipation rule, namely, vehicles stopping in a queue start to dissipate from a stopped state, and under the normal condition, the numerical value of the headway changes in a numerical value interval. When the next vehicle at the tail of the queue is not in the queue, the running state of the next vehicle is not in accordance with the vehicle dissipation rule, and the numerical value of the head time distance is scattered, so that the position of the scattered variable is the position of the vehicle at the tail of the queue, and the maximum queuing length of a green light period can be obtained.
Optionally, the apparatus further comprises:
the acquisition module is further used for acquiring periodic vehicle passing data when the vehicle passes through the upstream position of the target lane while acquiring the first vehicle head time interval, wherein the periodic vehicle passing data at least comprises the vehicle which starts to pass through the upstream position of the target lane at the turn-on time of the green light and the vehicle passing time corresponding to the vehicle;
and the second determining module is used for determining the green starting queue length at the green light starting time according to the periodic vehicle passing data and the maximum queue length.
Optionally, the second determining module includes:
the first determining unit is used for determining a second headway time interval of the upstream position of the target lane according to the periodic vehicle passing data and generating a second headway time interval sequence starting from the turn-on time of the green light;
the comparison unit is used for comparing the maximum queuing length with a first preset value, wherein the first preset value is used for representing the maximum capacity of the vehicles in the road section between the upstream position of the target lane and the position of the stop line of the target lane;
and the correcting unit is used for correcting the maximum queuing length based on the second head-hour distance sequence when the maximum queuing length is smaller than the first preset value, so as to obtain the green starting queuing length at the green light turning-on moment.
Optionally, the second determining module further comprises:
the acquisition module is further used for acquiring a first traffic flow of the vehicle passing through the position of the stop line of the target lane in the current green light period while acquiring the first headway time interval, and acquiring a second traffic flow of the upstream position of the target lane from the moment when the green light is turned on;
and the calculating unit is used for calculating the green starting queue length at the green light turning-on moment based on the first traffic flow and the second traffic flow when the maximum queue length is not less than the first preset value.
Optionally, the correction unit comprises:
the first counting subunit is used for counting the third traffic flow passing through the upstream position of the target lane within the preset time before the end of the green light;
the second counting subunit is used for counting the number of the numerical values which are continuously smaller than a second preset value from the first numerical value of the second head-hour distance sequence;
a syndrome unit for correcting the Q ═ i-Vx-NuCorrecting the maximum queue length to obtain the green starting queue length at the green light starting time, wherein i represents the maximum queue length, and V represents the maximum queue lengthxIndicates the third flow rate of traffic, NuThe number of the numerical values is shown, and Q represents the green starting queue length at the turn-on time of the green light.
Optionally, the calculation unit comprises:
a calculating subunit, configured to calculate a formula Q ═ V according to the queuing lengthsG-VuGCalculating the green starting queue length at the green light starting time, wherein VsGIndicates the first flow rate of traffic, VuGAnd Q represents the green starting queue length at the turn-on time of the green light.
Optionally, the first determining module includes:
the second determining unit is used for determining a discrete numerical value in the first head time distance sequence, wherein the discrete numerical value is a numerical value of which the first numerical value in the first head time distance sequence is greater than a third preset value;
the first judging unit is used for judging whether first target values in the first head time interval sequence are all smaller than a third preset value, wherein the first target values are preset number values after discrete values in the first head time interval sequence;
and the third determining unit determines the maximum queue length of the green light period according to the position of the discrete numerical value in the first headway time-distance sequence if the judgment result is negative.
Optionally, the first determining module further includes:
a fourth determining unit, configured to determine a next discrete value in the first headway time interval sequence if the first target values in the first headway time interval sequence are all smaller than a third preset value, where the next discrete value is a value in which a first value of remaining values is larger than the third preset value, and the remaining values are values remaining after the discrete value and a value before the discrete value are removed from the first headway time interval sequence;
the second judging unit is used for judging whether second target values in the first head time interval sequence are all smaller than a third preset value, wherein the second target values are preset number values after the next discrete value in the first head time interval sequence;
and the fifth determining unit determines the maximum queue length of the green light period according to the position of the next discrete value in the first headway time-distance sequence if the judgment result is negative.
Optionally, the first preset value is calculated according to a preset value calculation formula, where the preset value calculation formula is:
l denotes a distance between an upstream position of the target lane and a position of a stop line of the target lane, N denotes a preset vehicle pitch, and the vehicle pitch is a distance between two vehicles that travel continuously.
The computer program product of the method and the device for calculating the vehicle queuing length provided by the embodiment of the invention comprises a computer readable storage medium storing program codes, wherein instructions included in the program codes can be used for executing the method described in the previous method embodiment, and specific implementation can refer to the method embodiment, and is not described herein again.
It is clear to those skilled in the art that, for convenience and brevity of description, the specific working processes of the system and the apparatus described above may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In addition, in the description of the embodiments of the present invention, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Finally, it should be noted that: the above-mentioned embodiments are only specific embodiments of the present invention, which are used for illustrating the technical solutions of the present invention and not for limiting the same, and the protection scope of the present invention is not limited thereto, although the present invention is described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: any person skilled in the art can modify or easily conceive the technical solutions described in the foregoing embodiments or equivalent substitutes for some technical features within the technical scope of the present disclosure; such modifications, changes or substitutions do not depart from the spirit and scope of the embodiments of the present invention, and they should be construed as being included therein. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (8)
1. A method for calculating a vehicle queue length, the method comprising:
acquiring a first headway time distance of a target lane stop line position, and generating a first headway time distance sequence of a current green light period, wherein the first headway time distance is a time interval of two continuously running vehicles passing through the target lane stop line;
when the numerical value in the first head time distance sequence is discrete, determining the maximum queue length of the green light period according to the position of the discrete numerical value in the first head time distance sequence;
the method comprises the following steps of acquiring a first vehicle head time interval and periodic vehicle passing data of a vehicle passing through the upstream position of the target lane, wherein the periodic vehicle passing data at least comprises the vehicle passing through the upstream position of the target lane starting from the turn-on time of a green light and a vehicle passing time corresponding to the vehicle, and the method further comprises the following steps:
determining the green starting queuing length at the green light turning-on moment according to the periodic vehicle passing data and the maximum queuing length;
determining the green starting queuing length at the green light starting time according to the periodic vehicle passing data and the maximum queuing length comprises the following steps:
determining a second head time interval of the upstream position of the target lane according to the periodic vehicle passing data, and generating a second head time interval sequence starting from the turning-on time of the green light;
comparing the maximum queuing length with a first preset value, wherein the first preset value is used for representing the maximum capacity of the vehicles in the road section between the upstream position of the target lane and the position of the stop line of the target lane;
and when the maximum queuing length is smaller than the first preset value, correcting the maximum queuing length based on the second head hour sequence to obtain the green starting queuing length at the green light turning-on moment.
2. The method of claim 1, wherein the first headway is obtained while a first flow rate of the vehicle passing through a stop line position of the target lane in a current green light period is obtained, and a second flow rate of the vehicle passing through an upstream position of the target lane from a green light turning-on time is obtained, and when the maximum queuing length is not less than the first preset value, the method further comprises:
and calculating the green starting queue length at the green lamp lighting time based on the first traffic flow and the second traffic flow.
3. The method of claim 1, wherein correcting the maximum queue length based on the second headway sequence to obtain a green start queue length at the green light on time comprises:
counting a third traffic flow passing through the upstream position of the target lane within a preset time before the end of the green light;
counting the number of the values continuously smaller than a second preset value from the first value of the second head-hour distance sequence;
according to the correction formula Q ═ i-Vx-NuCorrecting the maximum queue length to obtain the green starting queue length of the green light on time, wherein i represents the maximum queue length, and V represents the maximum queue lengthxRepresents the third flow rate, NuAnd Q represents the green starting queue length of the green light at the turn-on time.
4. The method of claim 2, wherein calculating a green start queue length for the green light on time based on the first and second traffic flows comprises:
calculating the formula Q ═ V according to the queuing lengthsG-VuGCalculating the green starting queue length of the green light on time, wherein VsGRepresents the first flow rate of traffic, VuGAnd Q represents the green starting queue length of the green light at the turn-on time.
5. The method of claim 1, wherein determining the maximum queue length of the green light period based on the position of the discrete occurrence in the first headway sequence when the values in the first headway sequence are discrete comprises:
determining a discrete numerical value in the first headway time sequence, wherein the discrete numerical value is a numerical value of which the first numerical value in the first headway time sequence is greater than a third preset value;
judging whether first target values in the first headway time interval sequence are all smaller than the third preset value, wherein the first target values are preset number values after the discrete values in the first headway time interval sequence;
and if not, determining the maximum queuing length of the green light period according to the position of the discrete numerical value in the first locomotive time interval sequence.
6. The method of claim 5, further comprising:
if the first target values in the first headway time interval sequence are judged to be smaller than the third preset value, determining a next discrete value in the first headway time interval sequence, wherein the next discrete value is a value of which the first value in the rest values is larger than the third preset value, and the rest values are values left after the discrete value in the first headway time interval sequence and the value before the discrete value are removed;
judging whether second target values in the first head time interval sequence are all smaller than the third preset value, wherein the second target values are preset number values after the next discrete value in the first head time interval sequence;
and if not, determining the maximum queue length of the green light period according to the position of the next discrete value in the first headway time-distance sequence.
7. The method of claim 1, wherein the first predetermined value is calculated according to a predetermined value calculation formula, wherein the predetermined value calculation formula is:
l represents a distance between the target-lane upstream position and the target-lane stop-line position, and N represents a preset vehicle pitch, which is a distance between two vehicles traveling continuously.
8. An apparatus for calculating a queuing length of a vehicle, the apparatus comprising:
the system comprises an acquisition module, a processing module and a control module, wherein the acquisition module is used for acquiring a first headway time distance of a target lane stop line position and generating a first headway time distance sequence of a current green light period, and the first headway time distance is a time interval of two continuously running vehicles passing through the target lane stop line;
the first determining module is used for determining the maximum queue length of the green light period according to the position of the discrete numerical value in the first headway time distance sequence when the numerical value in the first headway time distance sequence is discrete;
the acquisition module is further configured to acquire periodic vehicle passing data of a vehicle passing through the upstream position of the target lane while acquiring the first headway time interval, where the periodic vehicle passing data at least includes the vehicle passing through the upstream position of the target lane starting from the turning-on time of the green light and a vehicle passing time corresponding to the vehicle;
the second determining module is used for determining the green starting queue length at the green light turning-on time according to the periodic vehicle passing data and the maximum queue length;
wherein the second determining module comprises:
the first determining unit is used for determining a second headway time interval of the upstream position of the target lane according to the periodic vehicle passing data and generating a second headway time interval sequence starting from the turn-on time of a green light;
the comparison unit is used for comparing the maximum queuing length with a first preset value, wherein the first preset value is used for representing the maximum capacity of the vehicles in the road section between the upstream position of the target lane and the position of the stop line of the target lane;
and the correcting unit is used for correcting the maximum queuing length based on the second head hour distance sequence when the maximum queuing length is smaller than the first preset value, so as to obtain the green starting queuing length at the green light starting time.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810304710.1A CN108320537B (en) | 2018-04-04 | 2018-04-04 | Method and device for calculating vehicle queuing length |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810304710.1A CN108320537B (en) | 2018-04-04 | 2018-04-04 | Method and device for calculating vehicle queuing length |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108320537A CN108320537A (en) | 2018-07-24 |
| CN108320537B true CN108320537B (en) | 2020-06-09 |
Family
ID=62896083
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810304710.1A Active CN108320537B (en) | 2018-04-04 | 2018-04-04 | Method and device for calculating vehicle queuing length |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108320537B (en) |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109345840A (en) * | 2018-11-30 | 2019-02-15 | 东南大学 | A kind of green time of traffic lights determines method and system |
| CN111815966B (en) * | 2019-04-12 | 2022-08-09 | 杭州海康威视数字技术股份有限公司 | Queuing length prediction method and device, computing equipment and storage medium |
| CN110751829B (en) * | 2019-09-26 | 2021-06-04 | 同济大学 | Vehicle queuing dissipation time prediction method based on image self-learning |
| CN110751826B (en) * | 2019-10-30 | 2021-07-06 | 浙江大华技术股份有限公司 | Vehicle queuing determination method and related device |
| CN113538911B (en) * | 2020-02-11 | 2022-08-02 | 北京百度网讯科技有限公司 | Intersection distance detection method and device, electronic equipment and storage medium |
| CN111554109B (en) * | 2020-04-21 | 2021-02-19 | 河北万方中天科技有限公司 | Signal timing method and terminal based on queuing length |
| CN112712712B (en) * | 2020-12-21 | 2022-05-20 | 阿波罗智联(北京)科技有限公司 | Method and device for determining vehicle queuing information, road side equipment and cloud control platform |
| CN113129605B (en) * | 2021-03-24 | 2022-02-18 | 同济大学 | Electronic police data-based intersection lane queuing length estimation method |
| CN113936453B (en) * | 2021-09-09 | 2022-08-19 | 上海宝康电子控制工程有限公司 | Information identification method and system based on headway |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101777259A (en) * | 2010-01-22 | 2010-07-14 | 同济大学 | Method for acquiring mean delay of urban road junction |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103680150B (en) * | 2013-12-02 | 2015-10-28 | 同济大学 | Based on traffic events coverage and the duration defining method of Coil Detector |
| CN105679024B (en) * | 2016-02-19 | 2018-06-22 | 上海果路交通科技有限公司 | A kind of intersection queue length computational methods |
| CN106373411B (en) * | 2016-11-04 | 2018-09-07 | 东南大学 | Optimization method is controlled based on the single point signals for intersecting vehicle record of making a slip of the tongue |
| CN106781493B (en) * | 2016-12-30 | 2020-09-18 | 迈锐数据（北京）有限公司 | Vehicle queuing length simulation system, method and device |
-
2018
- 2018-04-04 CN CN201810304710.1A patent/CN108320537B/en active Active
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101777259A (en) * | 2010-01-22 | 2010-07-14 | 同济大学 | Method for acquiring mean delay of urban road junction |
Non-Patent Citations (1)
| Title |
|---|
| 信号控制交叉口排队长度估算方法研究;孔涛 等;《中国公共安全·学术版》;20150630(第2期);第64-67页 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108320537A (en) | 2018-07-24 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108320537B (en) | Method and device for calculating vehicle queuing length | |
| CN107945507B (en) | Travel time prediction method and device | |
| CN109272756B (en) | Method for estimating queuing length of signal control intersection | |
| US9068848B2 (en) | Providing cost information associated with intersections | |
| CN108091137B (en) | Method and device for evaluating signal lamp control scheme | |
| CN111613070B (en) | Traffic signal lamp control method, traffic signal lamp control device, electronic equipment and computer storage medium | |
| CN107885795B (en) | Data verification method, system and device for card port data | |
| CN108198460B (en) | Intelligent lane changing method for vehicle and vehicle | |
| CN110659658B (en) | Target detection method and device | |
| CN111723854B (en) | Expressway traffic jam detection method, equipment and readable storage medium | |
| CN112862899B (en) | External parameter calibration method, device and system for image acquisition equipment | |
| CN110889328A (en) | Method, device, electronic equipment and storage medium for detecting road traffic condition | |
| CN111612378A (en) | Potential collision risk prediction method and device and computer equipment | |
| CN113380027A (en) | Intersection traffic state parameter estimation method and system based on multi-source data | |
| KR102308892B1 (en) | System and method for traffic measurement of image based | |
| CN107458308B (en) | Driving assisting method and system | |
| JP2019192209A (en) | Learning target image packaging device and method for artificial intelligence of video movie | |
| CN112767681A (en) | Traffic state detection method, device and related equipment | |
| CN112447060A (en) | Method and device for recognizing lane and computing equipment | |
| CN108447261B (en) | Vehicle queuing length calculation method and device based on multiple modes | |
| CN114360264A (en) | Intelligent city traffic management method based on traffic flow regulation | |
| CN105389982B (en) | Urban intersection congestion event detection and method for dissipating based on FCD | |
| CN110533930B (en) | Traffic data processing method and device, computer equipment and storage medium | |
| WO2012010004A1 (en) | Method and device for processing event in historical traffic information | |
| CN110006422B (en) | Method, device, equipment and storage medium for determining safe operation parameters of equipment |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |