CN110491147B - Traffic information processing method, traffic information processing device and terminal equipment - Google Patents
Traffic information processing method, traffic information processing device and terminal equipment Download PDFInfo
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- CN110491147B CN110491147B CN201910603940.2A CN201910603940A CN110491147B CN 110491147 B CN110491147 B CN 110491147B CN 201910603940 A CN201910603940 A CN 201910603940A CN 110491147 B CN110491147 B CN 110491147B
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
- G08G1/0145—Measuring and analyzing of parameters relative to traffic conditions for specific applications for active traffic flow control
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/087—Override of traffic control, e.g. by signal transmitted by an emergency vehicle
Abstract
The traffic information processing method provided by the invention comprises the following steps: acquiring current position information, a door state signal and a bus priority request of a bus from one or more road side units; judging whether the bus priority request is an effective bus priority request or not according to the vehicle door state signal; if the bus priority request is determined to be an effective bus priority request, obtaining estimated information of the bus passing through the current road intersection according to the position information, wherein the estimated information comprises estimated time and/or estimated speed of the bus passing through the current road intersection; determining a bus priority strategy according to the effective bus priority request and the estimated time and/or estimated speed in the estimated information; determining a current signal lamp timing mode and/or driving prompt information of the bus according to the bus priority strategy; and sending the current signal lamp timing mode and/or the driving prompt information to a vehicle-mounted unit of the bus through a road side unit.
Description
Technical Field
The present invention belongs to the technical field of traffic control, and in particular, to a traffic information processing method, a traffic information processing apparatus, and a terminal device.
Background
In the urban traffic control, the traffic capacity of the public transport vehicles on urban roads can be improved through the traffic information processing based on the bus priority, so that residents are encouraged to select a bus trip mode, the use of private cars is reduced, the resource utilization rate is improved, the traffic jam is relieved, and green trips are realized.
The existing bus priority control algorithm generally controls traffic lights of a current road intersection when detecting that a bus reaches the current road intersection, so that the bus can quickly pass through the current road intersection. However, when the bus arrives at the current intersection, other actions such as stopping at the station, waiting for passengers and the like may need to be performed, thereby wasting the traffic resources provided by the bus priority control algorithm and reducing the passing efficiency of the current intersection.
Disclosure of Invention
In view of this, embodiments of the present invention provide a traffic information processing method, a traffic information processing apparatus, and a terminal device, which can improve traffic passing efficiency during bus priority control.
A first aspect of an embodiment of the present invention provides a traffic information processing method, including:
acquiring current position information, a vehicle door state signal and a bus priority request of a bus from one or more road side units, wherein the vehicle door state signal indicates whether a vehicle door of the bus is closed;
judging whether the bus priority request is an effective bus priority request or not according to the vehicle door state signal;
if the bus priority request is determined to be an effective bus priority request, obtaining estimated information of the bus passing through the current road intersection according to the position information, wherein the estimated information comprises estimated time and/or estimated speed of the bus passing through the current road intersection;
determining a bus priority strategy according to the effective bus priority request and the estimated time and/or the estimated speed in the estimated information;
determining a current signal lamp timing mode and/or driving prompt information of the bus according to the bus priority strategy;
and sending the current signal lamp timing mode and/or the driving prompt information to a vehicle-mounted unit of the bus through a road side unit.
A second aspect of an embodiment of the present invention provides a traffic information processing apparatus, including:
the system comprises a receiving module, a judging module and a control module, wherein the receiving module is used for acquiring current position information, a vehicle door state signal and a bus priority request of a bus from one or more road side units, and the vehicle door state signal indicates whether a vehicle door of the bus is closed or not;
the judging module is used for judging whether the bus priority request is an effective bus priority request or not according to the vehicle door state signal;
the acquisition module is used for acquiring estimated information of the bus passing through the current road intersection according to the position information if the bus priority request is determined to be an effective bus priority request, wherein the estimated information comprises estimated time and/or estimated speed of the bus passing through the current road intersection;
the first determining module is used for determining a bus priority strategy according to the effective bus priority request and the estimated time and/or the estimated speed in the estimated information;
the second determination module is used for determining a current signal lamp timing mode and/or driving prompt information of the bus according to the bus priority strategy;
and the sending module is used for sending the current signal lamp timing mode and/or the driving prompt information to the vehicle-mounted unit of the bus through the road side unit.
A third aspect of the embodiments of the present invention provides a terminal device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, where the processor implements the steps of the method when executing the computer program.
A fourth aspect of embodiments of the present invention provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the method as described above.
Compared with the prior art, the embodiment of the invention has the following beneficial effects: in the embodiment of the invention, the current running state of the bus can be known by acquiring the current position information, the door state signal and the bus priority request of the bus, for example, whether the door of the bus is closed or not is known by the door state signal so as to know whether the bus is ready to advance or not, and therefore, whether the bus priority request is an effective bus priority request or not is judged; if the bus priority request is determined to be an effective bus priority request, determining a bus priority strategy according to the estimated information of the bus passing through the current road intersection so as to reasonably utilize traffic resources and avoid the situation that the bus can still prolong the current phase when passing through the current road intersection in the current traffic signal lamp timing mode; furthermore, the current signal lamp timing mode and/or the current driving prompt information of the bus are determined according to the bus priority strategy, and the current signal lamp timing mode and/or the driving prompt information are sent to the vehicle-mounted unit of the bus through the road side unit, so that a bus driver can know the current bus priority strategy, the bus can smoothly pass through the current road intersection in cooperation with the current bus priority strategy, the traffic efficiency during bus priority control is improved, traffic resources are efficiently utilized, and the bus priority control system has strong practicability.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed for the embodiments or the prior art descriptions will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
Fig. 1 is a schematic flow chart of an implementation of a traffic information processing method according to an embodiment of the present invention;
fig. 2 is a schematic flow chart of an implementation of step S104 according to an embodiment of the present invention;
fig. 3 is a schematic flow chart of an implementation of a traffic information processing method according to a second embodiment of the present invention;
fig. 4 is a schematic diagram of a traffic information processing apparatus according to a third embodiment of the present invention;
fig. 5 is a schematic diagram of a terminal device according to a fourth embodiment of the present invention.
Detailed Description
In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present invention with unnecessary detail.
It will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.
It is also to be understood that the terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used in the specification of the present invention and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
It should be further understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.
As used in this specification and the appended claims, the term "if" may be interpreted contextually as "when", "upon" or "in response to a determination" or "in response to a detection". Similarly, the phrase "if it is determined" or "if a [ described condition or event ] is detected" may be interpreted contextually to mean "upon determining" or "in response to determining" or "upon detecting [ described condition or event ]" or "in response to detecting [ described condition or event ]".
In order to explain the technical means of the present invention, the following description will be given by way of specific examples.
Fig. 1 is a schematic flow chart illustrating an implementation of a traffic information processing method according to an embodiment of the present invention.
It should be noted that, in the embodiment of the present invention, each step may be implemented by a terminal device such as a signal, a server, a mobile phone, a desktop computer, and a notebook computer, and the type of the terminal device is not limited herein. In the traffic field, traffic information processing is often performed by using a traffic signal, so that the embodiment of the invention can be implemented on the traffic signal. The semaphore can include Central Processing Unit (CPU), control panel, banks drive plate, switching power supply, module such as button, the semaphore can be connected with the signal lamp. In addition, the signal machine can be connected with a road side unit through an access gateway or connected with an on-board unit.
The traffic information processing method as shown in fig. 1 may include the steps of:
step S101, acquiring current position information, a door state signal and a bus priority request of a bus from one or more road side units, wherein the door state signal indicates whether a door of the bus is closed. The bus priority request can be used for requesting to consider the priority passing of the bus when the traffic information is processed.
In the embodiment of the present invention, the Road Side Unit (RSU) may also be referred to as a Road Side device, may be installed On the Road Side, and may communicate with the On Board Unit (OBU) in a manner of Dedicated Short Range Communication (DSRC) or the like, so as to implement a device having functions such as vehicle identification. The position information may be detected by the road side unit, or may be detected by a vehicle-mounted unit of the bus through a module such as a Global Positioning System (GPS) and transmitted to the road side unit, and for example, a signal machine may acquire current position information, a door state signal, and a bus priority request of the bus from the road side unit via an access gateway, where the specific acquisition mode is not limited herein.
The door status signal may be generated by an on-board unit on the bus from a sensor signal of a sensor at a door of the bus and transmitted by the on-board unit to the roadside unit. The door status signal may indicate whether a door of the bus has been closed. According to the vehicle door state signal, whether the bus is ready to start and advance can be judged, and therefore the starting time of the bus and the time of arriving at a road intersection can be estimated more accurately.
The method for acquiring the bus priority request from the roadside unit may be various, for example, when the distance between the bus and the roadside unit is smaller than a specified distance threshold, the on-board unit detects the signal sent by the roadside unit, and returns the generated bus priority request and the generated door state signal to the roadside unit, so that the roadside unit acquires the bus priority request; in addition, when the distance between the bus and the roadside unit is smaller than a specified distance threshold, the roadside unit detects the bus to generate the bus priority request.
And S102, judging whether the bus priority request is an effective bus priority request or not according to the vehicle door state signal.
Wherein the door status signal may indicate whether the door is closed, a length of time the door is in an open state, and a length of time the door is in a closed state. At this time, for example, it may be determined that the bus priority request is an effective bus priority request if the door state signal indicates that the door of the bus is closed; in addition, if the duration that the vehicle door state signal indicates that the vehicle door of the bus is in the closed state meets a preset duration condition, the bus priority request may be determined to be an effective bus priority request. The specific condition for judging whether the bus priority request is an effective bus priority request may be set according to an actual application scenario, which is not limited herein.
Optionally, the determining, according to the vehicle door state signal, whether the bus priority request is an effective bus priority request includes:
and if the vehicle door state signal indicates that the vehicle door of the bus is closed, determining that the bus priority request is an effective bus priority request.
Optionally, if the door state signal indicates that the door of the bus is closed, determining that the bus priority request is an effective bus priority request includes:
if the door state signal indicates that the door of the bus is closed, acquiring the current driving route of the bus;
determining a first position where a previous bus of the bus is currently located and/or a second position where a next bus of the bus is currently located according to the current running route of the bus;
and if the distance between the current position of the bus and the first position is greater than a first preset distance threshold value, and/or if the distance between the current position of the bus and the second position is greater than a second preset distance threshold value, determining that the bus priority request is an effective bus priority request.
For example, since the driving route of a bus generally has certain certainty, the current driving route of the bus can be determined by the number information, the driving direction information, and the like of the bus, and in addition, the current driving route of the bus can also be determined by directly acquiring the driving route information of the bus.
According to the driving route, a first position where a previous bus of the bus is currently located and/or a second position where a next bus of the bus is currently located on the driving route can be determined, so that whether the bus priority request is an effective bus priority request or not is judged according to the distance between the bus and the previous bus and/or the distance between the bus and the next bus. If the distance between the current position of the bus and the first position is greater than a first preset distance threshold value, and/or if the distance between the current position of the bus and the second position is greater than a second preset distance threshold value, the running interval of each bus on the current running route of the bus is considered to be reasonable, the situations that a plurality of buses are crowded in a road section and the like do not occur, and at the moment, the bus priority request can be determined to be an effective bus priority request; if the distance between the current position of the bus and the first position is not greater than a first preset distance threshold, or if the distance between the current position of the bus and the second position is not greater than a second preset distance threshold, there may be situations that multiple buses are crowded at one road segment on the same driving route, and at this time, it may be considered that bus priority does not need to be performed on multiple buses, and exemplarily, at this time, it may be determined that the bus priority request is not an effective bus priority request.
Step S103, if the bus priority request is determined to be an effective bus priority request, obtaining estimated information of the bus passing through the current road intersection according to the position information, wherein the estimated information comprises estimated time and/or estimated speed of the bus passing through the current road intersection.
In the embodiment of the invention, the estimated information can indicate estimated related information of the bus passing through the current road intersection, such as estimated time, estimated speed and the like. Wherein the location information may indicate a distance between the bus and the current intersection.
Optionally, the obtaining of the estimated information of the bus passing through the current intersection according to the position information may include:
acquiring the traffic condition of the current road intersection;
and obtaining the estimated information of the bus passing through the current road intersection according to the traffic condition and the position information.
The traffic condition may include one or more of the number of queued vehicles, the average driving speed, the condition of sidewalk traffic, and the like of all or part of lanes. Through the traffic condition and the position information, estimated information such as estimated time, estimated speed and the like of the bus passing through the current road intersection can be obtained through calculation.
And S104, determining a bus priority strategy according to the effective bus priority request and the estimated time and/or the estimated speed in the estimated information.
In the embodiment of the invention, the bus priority strategy indicates whether and how to control the priority passing of the bus. For example, the bus priority policy may include an absolute priority policy indicating that the phase corresponding to the bus is the phase currently indicated by a signal lamp and continues at least until the bus passes through the current intersection, and/or a relative priority policy indicating that the duration of other phases indicated by the signal lamp is not greater than a preset duration threshold from the current moment to before the priority phase is the phase indicated by the signal lamp, and/or a non-priority policy indicating that the signal lamp executes a predetermined signal control instruction, and the like.
In the traffic field, the phase refers to a group of traffic flows which simultaneously acquire the right of way in one traffic signal period. The lanes corresponding to the phases can simultaneously obtain the right of way. One phase may correspond to one or more lanes, for example, each road may include one or more of a straight lane, a left-turn lane and a right-turn lane, and when the intersection is an intersection, the intersection may correspond to four roads from different directions, at this time, one phase may correspond to one group of lanes in the four roads, the group of lanes may obtain right of way at the same time, and the number and the direction of the group of lanes may be set according to an actual application scenario, and the group of lanes may be on different roads or the same road, which is not limited herein.
Specifically, there may be a plurality of ways for determining the bus priority policy according to the effective bus priority request and the estimated time and/or the estimated speed in the estimated information. For example, the valid bus priority request and the estimated information may be used to obtain information about traffic conditions at the current intersection, a preset priority time period, and the like, and determine whether one or more phases at the current intersection need to be adjusted to determine a bus priority policy. For example, if the traffic condition indicates that the queuing degree of the vehicles in the other phases except the phase corresponding to the bus is low and belongs to a preset preferential time period (such as not belonging to an on-off peak time period), and the current phase of the signal lamp is not the phase corresponding to the bus, the bus priority policy may be set to indicate that the phase corresponding to the bus is the phase currently indicated by the signal lamp, and the bus priority policy at least continues until the bus passes through the absolute priority policy of the current intersection. The mode for determining the bus priority policy may be set according to an actual application scenario, and is not limited herein.
And S105, determining a current signal lamp timing mode and/or driving prompt information of the bus according to the bus priority strategy.
In the embodiment of the present invention, the timing mode of the current signal lamp may correspond to the bus priority policy, for example, according to the timing mode, the phase indicated by the signal lamp is the phase corresponding to the bus, or the duration of other phases indicated by the signal lamp is not greater than a preset duration threshold before the priority phase is the phase indicated by the signal lamp at the current time, or the signal lamp executes a predetermined signal control instruction. The driving prompt information may include one or more of information for suggesting a driving speed, prompting that the current intersection is accessible or not accessible, indicating a remaining time for the bus to pass through the current intersection, and the like.
And S106, sending the current signal lamp timing mode and/or the driving prompt information to an on-board unit of the bus through a road side unit.
In the embodiment of the present invention, an On Board Unit (OBU) of the bus may also be referred to as an On-Board device, and the On-Board Unit may communicate with a road side Unit through microwaves. Optionally, the current signal light timing mode and/or the driving prompt information may be sent to the vehicle-mounted unit by a signal via an Access Gateway (AG) and then via a road side unit.
Through the current signal lamp timing mode and/or the driving prompt information is sent to the vehicle-mounted unit of the bus, a bus driver can know the follow-up control of the signal lamp in time, and therefore appropriate operation is carried out to improve the passing efficiency. For example, if the driver knows that the signal lamp turns to red within 15 seconds, and can pass through the current intersection as long as the driver reasonably accelerates within 15 seconds, the subjective initiative of the bus driver can be exerted by sending the current signal lamp timing mode and/or the information such as the driving prompt information (such as the suggested driving speed) to the bus-mounted equipment, the control efficiency is improved, and the situations that the current phase of the bus can be still prolonged when the bus passes through the current intersection in the preset signal lamp timing mode and the like are avoided.
Fig. 2 shows an example of the step S104, wherein the step S104 may include:
step S201, determining a priority phase corresponding to the effective bus priority request;
step S202, judging whether a current congestion coefficient of each phase corresponding to the current road intersection can be acquired, wherein each phase comprises the priority phase;
step S203, if the current congestion coefficient of each phase can be obtained and the number of the priority phases is one, obtaining a congestion coefficient of a non-priority phase, where the congestion coefficient of the non-priority phase is a congestion coefficient of a phase other than the priority phase in each phase;
and step S204, determining the bus priority strategy according to the non-priority phase congestion coefficient.
In the embodiment of the invention, the priority phase is the phase corresponding to the effective bus priority request, and the non-priority phase is the other phase except the priority phase in each phase corresponding to the current road intersection.
In the embodiment of the present invention, the congestion coefficient may also be referred to as a traffic congestion index, a traffic index, or the like. The congestion coefficient may be a numerical value reflecting the condition of a clear or congested road network. The congestion coefficient may be calculated in various manners, for example, traffic monitoring departments, electronic maps, third-party navigation platforms, and the like in different cities may be calculated in different manners. For example, the non-priority phase congestion coefficient may be obtained by a signal machine or a server or the like through communication with a specified information source (such as a traffic supervision department, a satellite system, a navigation platform, and the like).
For example, whether the current congestion coefficient of each phase corresponding to the current intersection can be acquired can be judged by judging whether a traffic signal, a server or the like can perform real-time communication with a specified information source; in addition, the communication signal strength of the real-time communication and the like can be judged to assist in judging whether the congestion coefficient can be acquired. Or, it may also be directly determined whether the information acquired by the traffic signal, the server, or the like is the current congestion coefficient of each phase corresponding to the current intersection, specifically, whether the acquired information is the current congestion coefficient of each phase corresponding to the current intersection may be determined according to one or more of the name, source, timestamp, size, and the like of the acquired information.
By judging whether the current congestion coefficient of each phase corresponding to the current road intersection can be acquired or not, the current communication conditions of a signal machine, a traffic management system, a satellite system and the like and the timeliness of currently available information can be determined, and therefore a traffic control strategy can be better determined according to the state of the available information in subsequent operations. In addition, the phase information of a plurality of phases can be known, not only limited to the current phase, so that the resources of the whole traffic can be more effectively distributed in the follow-up process.
When the current congestion coefficients of all the phases can be acquired, and the number of the priority phases is one, the road condition of the non-priority phase can be known by acquiring the congestion coefficients of the non-priority phases, so that the traffic control mode of the priority phase is determined by evaluating the road condition of the non-priority phase, and therefore, the over-serious negative influence on the passing of social vehicles is avoided when the passing efficiency of the public transport vehicles is improved, and the traffic control is more balanced.
Optionally, the determining the bus priority policy according to the non-priority phase congestion coefficient includes:
if the congestion coefficient of the non-priority phase is smaller than a first coefficient threshold value, determining the bus priority strategy, so that the priority phase is the phase currently indicated by a signal lamp and at least continues until the bus passes through the current road intersection;
if the congestion coefficient of the non-priority phase is not smaller than a first coefficient threshold and not larger than a second coefficient threshold, determining the bus priority strategy, so that the duration of other phases indicated by signal lamps is not larger than a preset duration threshold from the current moment to the moment when the priority phase is the phase indicated by the signal lamps;
and if the non-priority phase congestion coefficient is larger than a second coefficient threshold value, determining the bus priority strategy, and enabling the signal lamp to execute a preset signal control instruction.
In the embodiment of the invention, the priority phase is the phase currently indicated by the signal lamp and at least continues until the bus passes through the bus priority strategy of the current road intersection, which can be named as an absolute priority strategy, and at this time, the priority of the priority phase can be considered to be the highest; the bus priority strategy which enables the priority phase to be the phase indicated by the signal lamp at present and at least continues until the bus passes through the current road intersection can be named as a relative priority strategy, and at the moment, the passing efficiency of the priority phase can be improved as much as possible after the basic passing of the non-priority phase is ensured. The preset time length threshold may be preset according to an actual application scenario, and for example, the preset time length threshold may be a minimum duration corresponding to a preset green light time length of each phase. And the bus priority strategy for executing the preset signal control instruction by the signal lamp can be named as a non-priority strategy, and at the moment, the signal lamp can be controlled according to the preset signal control instruction.
Optionally, the traffic information processing method further includes:
if the current congestion coefficients of all the phases are obtained and the number of the priority phases is more than one, obtaining the congestion coefficients of the priority phases corresponding to all the priority phases respectively;
if the priority phase congestion coefficients are all larger than a third coefficient threshold value, controlling the signal lamp to execute a preset signal control instruction, otherwise, obtaining the non-priority phase congestion coefficient, and determining the bus priority strategy according to the non-priority phase congestion coefficient.
In the embodiment of the invention, if the current congestion coefficients of all the phases are acquired and the number of the priority phases is more than one, a plurality of phases receive effective bus priority requests, and if the congestion coefficients of all the priority phases are greater than a third coefficient threshold value, congestion conditions possibly exist in all the priority phases, so that the signal lamps can be controlled to execute a preset signal control instruction, and the utilization condition of traffic resources is more balanced; otherwise, the traffic condition of the non-priority phase can be considered, so that the bus priority strategy is determined according to the traffic condition of the non-priority phase.
For example, the determining the bus priority policy according to the non-priority phase congestion coefficient may include:
if the non-priority phase congestion coefficient is larger than a fourth coefficient threshold (such as 1.8), determining the bus priority strategy, and enabling the signal lamp to execute a preset signal control instruction;
if the congestion coefficient of the non-priority phase is smaller than a fifth coefficient threshold (such as 1.5), setting the sequence of the priority phases according to the sequence of the congestion coefficients of the priority phases from large to small, and determining a bus priority strategy, so that each priority phase is sequentially used as a phase indicated in front of a signal lamp according to the sequence from the current moment;
if the non-priority phase congestion index is not smaller than a fifth coefficient threshold and not larger than a fourth coefficient threshold, setting the sequence of priority phases according to the sequence of priority phase congestion coefficients from large to small, and determining the bus priority strategy, so that the duration of other phases indicated by signal lamps is not larger than a preset duration threshold from the current moment to before the priority phase is the phase indicated by the signal lamps, and after the phase indicated by the signal lamps is the priority phase, each priority phase is sequentially used as the phase indicated before the signal lamps according to the sequence.
Optionally, in the embodiment of the present invention, the method may further include:
if the current congestion coefficient of each phase cannot be obtained, dividing control time periods according to historical flow, and determining a bus priority strategy according to the control time periods.
Wherein dividing the control period according to the historical traffic may include:
the control period is divided into a peak period, a flat period and a low-peak period according to historical traffic.
For example, on a daily basis, the peak hours may be 7 a.m.: 00-9: 30 and 17 pm: 30-19: 30 early peak hours; the flat peak period may be 9 a.m.: 30-afternoon 17: 30 and 19 in the evening: 30-21: a period of time when traffic flow is normal of 00; the low peak period may be 21 pm: 00-day 07: a period of time when the traffic flow of 00 is small.
Correspondingly, the bus priority strategy determination according to the control time interval comprises the following steps:
if the current time is in the peak time period, determining the bus priority strategy to enable the signal lamp to execute a preset signal control instruction;
if the current time is in the peak balancing time period, determining the bus priority strategy, so that the duration of other phases indicated by signal lamps is not greater than a preset duration threshold from the current time to the time before the priority phase is the phase indicated by the signal lamps;
and if the current time is in the low-peak period, determining the bus priority strategy, so that the priority phase is the phase currently indicated by the signal lamp and at least continues until the bus passes through the current road intersection.
In the embodiment of the invention, the current running state of the bus can be known by acquiring the current position information, the door state signal and the bus priority request of the bus, for example, whether the door of the bus is closed or not is known by the door state signal so as to know whether the bus is ready to advance or not, and therefore, whether the bus priority request is an effective bus priority request or not is judged; if the bus priority request is determined to be an effective bus priority request, determining a bus priority strategy according to the estimated information of the bus passing through the current road intersection so as to reasonably utilize traffic resources and avoid the situation that the bus can still prolong the current phase when passing through the current road intersection in the current traffic signal lamp timing mode; furthermore, the current signal lamp timing mode and/or the current driving prompt information of the bus are determined according to the bus priority strategy, and the current signal lamp timing mode and/or the driving prompt information are sent to the vehicle-mounted unit of the bus through the road side unit, so that a bus driver can know the current bus priority strategy, the bus can smoothly pass through the current road intersection in cooperation with the current bus priority strategy, the traffic efficiency during bus priority control is improved, traffic resources are efficiently utilized, and the bus priority control system has strong practicability.
On the basis of the foregoing embodiment, fig. 3 is a schematic flow chart illustrating an implementation of a traffic information processing method according to a second embodiment of the present invention, and the traffic information processing method shown in fig. 3 may include the following steps:
step S301, obtaining current position information of a bus, a door state signal and a bus priority request from one or more road side units, wherein the door state signal indicates whether a door of the bus is closed.
Step S302, judging whether the bus priority request is an effective bus priority request or not according to the vehicle door state signal.
Step S303, if the bus priority request is determined to be an effective bus priority request, obtaining estimated information of the bus passing through the current road intersection according to the position information, wherein the estimated information comprises estimated time and/or estimated speed of the bus passing through the current road intersection.
And S304, determining a bus priority strategy according to the effective bus priority request and the estimated time and/or the estimated speed in the estimated information.
And S305, determining a current signal lamp timing mode and/or driving prompt information of the bus according to the bus priority strategy.
And S306, sending the current signal lamp timing mode and/or the driving prompt information to a vehicle-mounted unit of the bus through a road side unit.
Steps S301, S302, S303, S304, S305, and S306 in this embodiment are the same as steps S101, S102, S103, S104, S105, and S106, and reference may be specifically made to the description of steps S101, S102, S103, S104, S105, and S106, which is not repeated herein.
Step S307, if feedback information of the vehicle-mounted unit about the driving prompt information is received within a preset time, re-determining the current signal lamp timing mode according to the feedback information.
The feedback information may include information indicating that the bus can or cannot run according to the running prompt information. The vehicle-mounted unit may directly send the feedback information to a terminal device such as a signal machine or a server, or may send the feedback information to the terminal device such as the signal machine or the server through a roadside device and/or via an access gateway, and specific implementation manners may be various.
In the embodiment of the invention, the driver of the bus can feed back whether the bus can drive according to the driving prompt information to the signal machine or the traffic management system and the like through the feedback information. For example, if there is the pedestrian to cross the road suddenly this moment, lead to the public transit needs the gift of stopping and can't pass through in time, then pass through feedback information can make the semaphore also can be in time adjusted the signal lamp mode of timing. At this moment, the signal machine can not only issue information in a unilateral way, but also receive feedback information of a user through the vehicle-mounted unit, so that the signal lamp is controlled more efficiently and more accurately according to timely interactive information.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.
Fig. 4 is a schematic diagram of a traffic information processing apparatus according to a third embodiment of the present invention. For convenience of explanation, only portions related to the embodiments of the present invention are shown.
The traffic information processing apparatus 400 includes:
the receiving module 401 is configured to obtain current position information of a bus, a door state signal and a bus priority request from one or more roadside units, where the door state signal indicates whether a door of the bus is closed;
a judging module 402, configured to judge whether the bus priority request is an effective bus priority request according to the vehicle door state signal;
an obtaining module 403, configured to obtain estimated information of the bus passing through the current intersection according to the position information if it is determined that the bus priority request is an effective bus priority request, where the estimated information includes estimated time and/or estimated speed of the bus passing through the current intersection;
a first determining module 404, configured to determine a bus priority policy according to the estimated time and/or the estimated speed in the effective bus priority request and the estimated information;
a second determining module 405, configured to determine a current signal lamp timing mode and/or driving prompt information for the bus according to the bus priority policy;
a sending module 406, configured to send the current signal lamp timing mode and/or the driving prompt information to an on-board unit of the bus via a roadside unit.
Optionally, the determining module 402 is specifically configured to:
and if the vehicle door state signal indicates that the vehicle door of the bus is closed, determining that the bus priority request is an effective bus priority request.
Optionally, the determining module 402 specifically includes:
the first judging unit is used for acquiring the current driving route of the bus if the door state signal indicates that the door of the bus is closed;
the first determining unit is used for determining a first position where a previous bus of the bus is currently located and/or a second position where a next bus of the bus is currently located according to the current running route of the bus;
and the second determining unit is used for determining that the bus priority request is an effective bus priority request if the distance between the current position of the bus and the first position is greater than a first preset distance threshold value and/or the distance between the current position of the bus and the second position is greater than a second preset distance threshold value.
Optionally, the first determining module 404 specifically includes:
a third determination unit, configured to determine a priority phase corresponding to the valid bus priority request;
a second judging unit, configured to judge whether a current congestion coefficient of each phase corresponding to the current road intersection can be obtained, where each phase includes the priority phase;
a third determining unit, configured to obtain a congestion coefficient of a non-priority phase if a current congestion coefficient of each phase can be obtained and the number of the priority phases is one, where the congestion coefficient of the non-priority phase is a congestion coefficient of a phase other than the priority phase in each phase;
and the fourth determining unit is used for determining the bus priority strategy according to the non-priority phase congestion coefficient.
Optionally, the fourth determining unit is specifically configured to:
if the congestion coefficient of the non-priority phase is smaller than a first coefficient threshold value, determining the bus priority strategy, so that the priority phase is the phase currently indicated by a signal lamp and at least continues until the bus passes through the current road intersection;
if the congestion coefficient of the non-priority phase is not smaller than a first coefficient threshold and not larger than a second coefficient threshold, determining the bus priority strategy, so that the duration of other phases indicated by signal lamps is not larger than a preset duration threshold from the current moment to the moment when the priority phase is the phase indicated by the signal lamps;
and if the non-priority phase congestion coefficient is larger than a second coefficient threshold value, determining the bus priority strategy, and enabling the signal lamp to execute a preset signal control instruction.
Optionally, the traffic information processing apparatus 400 further includes:
the second obtaining module is used for obtaining the congestion coefficient of the priority phase corresponding to each priority phase if the current congestion coefficient of each phase is obtained and the number of the priority phases is more than one;
and the first processing module is used for controlling the signal lamp to execute a preset signal control instruction if the priority phase congestion coefficients are all larger than a third coefficient threshold, otherwise, acquiring the non-priority phase congestion coefficient, and determining the bus priority strategy according to the non-priority phase congestion coefficient.
Optionally, the traffic information processing apparatus 400 further includes:
and the second processing module is used for re-determining the current signal lamp timing mode according to the feedback information if the feedback information of the vehicle-mounted unit about the driving prompt information is received within the preset time.
In the embodiment of the invention, the current running state of the bus can be known by acquiring the current position information, the door state signal and the bus priority request of the bus, for example, whether the door of the bus is closed or not is known by the door state signal so as to know whether the bus is ready to advance or not, and therefore, whether the bus priority request is an effective bus priority request or not is judged; if the bus priority request is determined to be an effective bus priority request, determining a bus priority strategy according to the estimated information of the bus passing through the current road intersection so as to reasonably utilize traffic resources and avoid the situation that the bus can still prolong the current phase when passing through the current road intersection in the current traffic signal lamp timing mode; furthermore, the current signal lamp timing mode and/or the current driving prompt information of the bus are determined according to the bus priority strategy, and the current signal lamp timing mode and/or the driving prompt information are sent to the vehicle-mounted unit of the bus through the road side unit, so that a bus driver can know the current bus priority strategy, the bus can smoothly pass through the current road intersection in cooperation with the current bus priority strategy, the traffic efficiency during bus priority control is improved, traffic resources are efficiently utilized, and the bus priority control system has strong practicability.
Fig. 5 is a schematic diagram of a terminal device according to a fourth embodiment of the present invention. As shown in fig. 5, the terminal device 5 of this embodiment includes: a processor 50, a memory 51 and a computer program 52 stored in said memory 51 and executable on said processor 50. The processor 50, when executing the computer program 52, implements the steps in the above-described embodiments of the traffic information processing method, such as the steps 101 to 106 shown in fig. 1. Alternatively, the processor 50, when executing the computer program 52, implements the functions of the modules/units in the above-mentioned device embodiments, such as the functions of the modules 401 to 406 shown in fig. 4.
Illustratively, the computer program 52 may be partitioned into one or more modules/units that are stored in the memory 51 and executed by the processor 50 to implement the present invention. The one or more modules/units may be a series of computer program instruction segments capable of performing specific functions, which are used to describe the execution process of the computer program 52 in the terminal device 5. For example, the computer program 52 may be divided into a receiving module, a determining module, an obtaining module, a first determining module, a second determining module and a sending module, and the specific functions of the modules are as follows:
the system comprises a receiving module, a judging module and a control module, wherein the receiving module is used for acquiring current position information, a vehicle door state signal and a bus priority request of a bus from one or more road side units, and the vehicle door state signal indicates whether a vehicle door of the bus is closed or not;
the judging module is used for judging whether the bus priority request is an effective bus priority request or not according to the vehicle door state signal;
the acquisition module is used for acquiring estimated information of the bus passing through the current road intersection according to the position information if the bus priority request is determined to be an effective bus priority request, wherein the estimated information comprises estimated time and/or estimated speed of the bus passing through the current road intersection;
the first determining module is used for determining a bus priority strategy according to the effective bus priority request and the estimated time and/or the estimated speed in the estimated information;
the second determination module is used for determining a current signal lamp timing mode and/or driving prompt information of the bus according to the bus priority strategy;
and the sending module is used for sending the current signal lamp timing mode and/or the driving prompt information to the vehicle-mounted unit of the bus through the road side unit.
The terminal device 5 may be a signal machine, a desktop computer, a notebook, a palm computer, a cloud server, or other computing devices. The terminal device may include, but is not limited to, a processor 50, a memory 51. Those skilled in the art will appreciate that fig. 5 is merely an example of a terminal device 5 and does not constitute a limitation of terminal device 5 and may include more or fewer components than shown, or some components may be combined, or different components, e.g., the terminal device may also include input-output devices, network access devices, buses, etc.
The Processor 50 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory 51 may be an internal storage unit of the terminal device 5, such as a hard disk or a memory of the terminal device 5. The memory 51 may also be an external storage device of the terminal device 5, such as a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), and the like, which are provided on the terminal device 5. Further, the memory 51 may also include both an internal storage unit and an external storage device of the terminal device 5. The memory 51 is used for storing the computer program and other programs and data required by the terminal device. The memory 51 may also be used to temporarily store data that has been output or is to be output.
It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-mentioned division of the functional units and modules is illustrated, and in practical applications, the above-mentioned function distribution may be performed by different functional units and modules according to needs, that is, the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-mentioned functions. Each functional unit and module in the embodiments may be integrated in one processing unit, or each unit may exist alone physically, or two or more units are integrated in one unit, and the integrated unit may be implemented in a form of hardware, or in a form of software functional unit. In addition, specific names of the functional units and modules are only for convenience of distinguishing from each other, and are not used for limiting the protection scope of the present application. The specific working processes of the units and modules in the system may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or illustrated in a certain embodiment.
Those of ordinary skill in the art will appreciate that the various illustrative elements and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present invention.
In the embodiments provided in the present invention, it should be understood that the disclosed apparatus/terminal device and method may be implemented in other ways. For example, the above-described embodiments of the apparatus/terminal device are merely illustrative, and for example, the division of the modules or units is only one logical division, and there may be other divisions when actually implemented, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present invention may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated modules/units, if implemented in the form of software functional units and sold or used as separate products, may be stored in a computer readable storage medium. Based on such understanding, all or part of the flow of the method according to the embodiments of the present invention may also be implemented by a computer program, which may be stored in a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the method embodiments may be implemented. . Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution medium, and the like. It should be noted that the computer readable medium may contain content that is subject to appropriate increase or decrease as required by legislation and patent practice in jurisdictions, for example, in some jurisdictions, computer readable media does not include electrical carrier signals and telecommunications signals as is required by legislation and patent practice.
The above-mentioned embodiments are only used for illustrating the technical solutions of the present invention, and not for limiting the same; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; such modifications and substitutions do not substantially depart from the spirit and scope of the embodiments of the present invention, and are intended to be included within the scope of the present invention.
Claims (9)
1. A traffic information processing method characterized by comprising:
acquiring current position information, a vehicle door state signal and a bus priority request of a bus from one or more road side units, wherein the vehicle door state signal indicates whether a vehicle door of the bus is closed;
judging whether the bus priority request is an effective bus priority request or not according to the vehicle door state signal;
if the bus priority request is determined to be an effective bus priority request, obtaining estimated information of the bus passing through the current road intersection according to the position information, wherein the estimated information comprises estimated time and/or estimated speed of the bus passing through the current road intersection;
determining a bus priority strategy according to the effective bus priority request and the estimated time and/or the estimated speed in the estimated information;
determining a current signal lamp timing mode and/or driving prompt information of the bus according to the bus priority strategy;
sending the current signal lamp timing mode and/or the driving prompt information to a vehicle-mounted unit of the bus through a road side unit;
the judging whether the bus priority request is an effective bus priority request or not according to the vehicle door state signal comprises the following steps:
and if the vehicle door state signal indicates that the vehicle door of the bus is closed, determining that the bus priority request is an effective bus priority request.
2. The traffic information processing method according to claim 1, wherein the determining that the bus priority request is a valid bus priority request if the door status signal indicates that the door of the bus is closed comprises:
if the door state signal indicates that the door of the bus is closed, acquiring the current driving route of the bus;
determining a first position where a previous bus of the bus is currently located and/or a second position where a next bus of the bus is currently located according to the current running route of the bus;
and if the distance between the current position of the bus and the first position is greater than a first preset distance threshold value, and/or if the distance between the current position of the bus and the second position is greater than a second preset distance threshold value, determining that the bus priority request is an effective bus priority request.
3. The traffic information processing method according to claim 1, wherein the determining a bus priority policy according to the effective bus priority request and the estimated time and/or the estimated speed in the estimated information comprises:
determining a priority phase corresponding to the effective bus priority request;
judging whether a current congestion coefficient of each phase corresponding to the current road intersection can be acquired, wherein each phase comprises the priority phase;
if the current congestion coefficient of each phase can be obtained, and the number of the priority phases is one, obtaining a congestion coefficient of a non-priority phase, wherein the congestion coefficient of the non-priority phase is the congestion coefficient of the other phases except the priority phase in each phase;
and determining the bus priority strategy according to the non-priority phase congestion coefficient.
4. The traffic information processing method according to claim 3, wherein the determining the bus priority policy according to the non-priority phase congestion coefficient includes:
if the congestion coefficient of the non-priority phase is smaller than a first coefficient threshold value, determining the bus priority strategy, so that the priority phase is the phase currently indicated by a signal lamp and at least continues until the bus passes through the current road intersection;
if the congestion coefficient of the non-priority phase is not smaller than a first coefficient threshold and not larger than a second coefficient threshold, determining the bus priority strategy, so that the duration of other phases indicated by signal lamps is not larger than a preset duration threshold from the current moment to the moment when the priority phase is the phase indicated by the signal lamps;
and if the non-priority phase congestion coefficient is larger than a second coefficient threshold value, determining the bus priority strategy, and enabling the signal lamp to execute a preset signal control instruction.
5. The traffic information processing method according to claim 3, further comprising:
if the current congestion coefficients of all the phases are obtained and the number of the priority phases is more than one, obtaining the congestion coefficients of the priority phases corresponding to all the priority phases respectively;
if the priority phase congestion coefficients are all larger than a third coefficient threshold value, controlling the signal lamp to execute a preset signal control instruction, otherwise, obtaining the non-priority phase congestion coefficient, and determining the bus priority strategy according to the non-priority phase congestion coefficient.
6. The traffic information processing method according to any one of claims 1 to 5, further comprising, after transmitting the current signal timing manner and/or the travel prompt information to an on-board unit of the bus via a roadside unit:
and if the feedback information of the vehicle-mounted unit about the driving prompt information is received within the preset time, re-determining the current signal lamp timing mode according to the feedback information.
7. A traffic information processing apparatus characterized by comprising:
the system comprises a receiving module, a judging module and a control module, wherein the receiving module is used for acquiring current position information, a vehicle door state signal and a bus priority request of a bus from one or more road side units, and the vehicle door state signal indicates whether a vehicle door of the bus is closed or not;
the judging module is used for judging whether the bus priority request is an effective bus priority request or not according to the vehicle door state signal;
the acquisition module is used for acquiring estimated information of the bus passing through the current road intersection according to the position information if the bus priority request is determined to be an effective bus priority request, wherein the estimated information comprises estimated time and/or estimated speed of the bus passing through the current road intersection;
the first determining module is used for determining a bus priority strategy according to the effective bus priority request and the estimated time and/or the estimated speed in the estimated information;
the second determination module is used for determining a current signal lamp timing mode and/or driving prompt information of the bus according to the bus priority strategy;
the sending module is used for sending the current signal lamp timing mode and/or the driving prompt information to a vehicle-mounted unit of the bus through a road side unit;
the judgment module is specifically configured to:
and if the vehicle door state signal indicates that the vehicle door of the bus is closed, determining that the bus priority request is an effective bus priority request.
8. A terminal device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that the processor implements the steps of the traffic information processing method according to any one of claims 1 to 6 when executing the computer program.
9. A computer-readable storage medium, in which a computer program is stored, which, when being executed by a processor, carries out the steps of the traffic information processing method according to any one of claims 1 to 6.
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| CN112991793B (en) * | 2019-12-18 | 2022-10-21 | 东莞宇龙通信科技有限公司 | Early warning method, early warning device, intelligent lamp pole and storage medium |
| CN111127915A (en) * | 2019-12-31 | 2020-05-08 | 苏州摩卡智行信息科技有限公司 | Emergency vehicle multi-intersection absolute priority control method and device and storage medium |
| CN111489571B (en) * | 2020-05-12 | 2021-11-23 | 东风汽车集团有限公司 | V2X-based vehicle intersection priority passing method and system |
| CN114973695B (en) * | 2021-02-26 | 2023-09-26 | 长沙智能驾驶研究院有限公司 | Vehicle priority passing control method and related equipment |
| CN114973706B (en) * | 2021-02-26 | 2023-09-22 | 长沙智能驾驶研究院有限公司 | Vehicle-road cooperative communication method and device, traffic signal control equipment and road side equipment |
| CN113724509B (en) * | 2021-07-12 | 2023-03-14 | 清华大学 | Time-space collaborative bus priority control method and device |
| CN114973700B (en) * | 2022-05-18 | 2024-03-26 | 浙江嘉兴数字城市实验室有限公司 | Traffic signal network security device based on vehicle-road cooperative application and working method |
| CN117218872A (en) * | 2022-06-02 | 2023-12-12 | 腾讯科技（深圳）有限公司 | Traffic control method, device, equipment and storage medium |
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