CN111047880B

CN111047880B - Traffic control method and device for road network, storage medium and management equipment

Info

Publication number: CN111047880B
Application number: CN201811191574.6A
Authority: CN
Inventors: 郑立勇
Original assignee: Hangzhou Hikvision System Technology Co Ltd
Current assignee: Hangzhou Hikvision System Technology Co Ltd
Priority date: 2018-10-12
Filing date: 2018-10-12
Publication date: 2021-06-04
Anticipated expiration: 2038-10-12
Also published as: CN111047880A

Abstract

The application provides a traffic control method and device of a road network, a storage medium and management equipment, and belongs to the field of intelligent traffic. The method comprises the following steps: when the probability of congestion of a target road network is reduced, target OD flow in a time period to be predicted is obtained, a plurality of key paths between a main traffic generation point and a main traffic attraction point in the target road network are obtained, a plurality of preset shunt ratios of the plurality of key paths stored in advance can be obtained, for each preset shunt ratio, total vehicle regulating quantity of a bottleneck road section on the key path is determined, then a green signal ratio of a signal lamp in the target driving direction of each controllable road section corresponding to each bottleneck road section is determined, then an actual shunt ratio of the plurality of key paths is determined in a preset time period starting in the time period to be predicted, a green signal lamp corresponding to the preset shunt ratio closer to the actual shunt ratio is selected, and the signal lamp in the target road network is controlled based on the green signal ratio. By adopting the method and the device, the possibility of congestion can be reduced.

Description

Traffic control method and device for road network, storage medium and management equipment

Technical Field

The invention relates to the field of intelligent traffic, in particular to a traffic control method, a traffic control device, a storage medium and management equipment for a road network.

Background

With the improvement of living standard of people, people buy automobiles as transportation tools, and the problem of traffic jam becomes one of the main problems facing cities.

In the related art, when dealing with a traffic congestion problem, generally, traffic flow information on a current road is acquired, a road congestion situation is determined based on the acquired traffic flow information, and then the congestion situation of a nearby road is displayed on a VMS (Variable Message Sign) provided on the road. For example, a green color is displayed in a display area corresponding to a certain road to identify normal traffic, a red color is displayed in a display area corresponding to a certain road to identify heavy congestion, and the like, so that people can select a travel route based on the congestion condition.

Since the congestion situation is only displayed for people to refer to and no measures are taken, the traffic congestion cannot be fundamentally relieved.

Disclosure of Invention

In order to solve the problems of the related art, embodiments of the present invention provide a traffic control method and apparatus for a road network, a storage medium, and a management device. The technical scheme is as follows:

in a first aspect, a traffic control method for a road network is provided, the method including:

acquiring target OD flow of a target road network in a time period to be predicted, and acquiring a plurality of key paths between a main traffic generation point and a main traffic attraction point in the target road network;

for each preset shunting proportion of the plurality of key paths, determining the total vehicle regulating quantity of each bottleneck road section according to the target OD flow and the preset shunting proportion if at least one bottleneck road section exists on the key path in the target road network within the time period to be predicted, and determining the green-signal ratio of a signal lamp of the target driving direction of each controllable road section corresponding to each bottleneck road section according to the total vehicle regulating quantity of each bottleneck road section, wherein for each bottleneck road section, the target driving direction is used for indicating the traffic flow direction in which vehicles can drive in or out of the bottleneck road section;

determining actual shunting proportions of a plurality of key paths within a preset time length starting within the time period to be predicted;

and controlling a signal lamp based on a green signal ratio corresponding to a preset shunt ratio closest to the actual shunt ratio in a residual time period of the time period to be predicted except for the starting preset time period.

Optionally, the obtaining of the target OD flow of the target road network in the time period to be predicted includes:

acquiring a first OD flow of a target road network in a current time period and a second OD flow of the target road network in a historical time period, wherein the time range of the historical time period is the same as that of a time period to be predicted, and the current time period and the time period to be predicted belong to adjacent time periods;

and determining the target OD flow of the target road network in the time period to be predicted according to the first OD flow, the second OD flow and a preset signal lamp timing strategy in the target road network.

In this way, the determined target OD traffic can be made more accurate due to the consideration of the current time period and the historical time period.

Optionally, the obtaining multiple key paths between a main traffic occurrence point and a main traffic attraction point in the target road network includes:

determining the traffic flow of a plurality of paths between a main traffic generation point and a main traffic attraction point in the target road network according to the second OD flow;

and sequencing the multiple paths according to the determined sequence of the traffic flow of the multiple paths from large to small, selecting the first preset number of paths in a sequencing queue, and determining the paths as the key paths between the main traffic generation point and the main traffic attraction point.

Optionally, the method further includes:

determining the average vehicle running time of each critical path according to the first OD flow;

determining ideal shunting proportions of the plurality of key paths according to the average vehicle running time of each key path;

if the difference between the first ratio and the second ratio of the target key paths in the plurality of key paths is determined to be larger than or equal to a first preset value according to the actual shunting proportion and the ideal shunting proportion, controlling the VMS of the plurality of key paths to issue driving guidance information, if the difference between the first ratio and the second ratio is smaller than a first preset value, controlling the VMS of the plurality of key paths to issue road condition information, wherein the driving guidance information comprises road condition information and a notice suggesting to bypass the target critical path, the first ratio is the ratio of the numerical value of the identification split flow corresponding to the target critical path to the sum of the numerical values of the identification split flow corresponding to the plurality of critical paths under the actual split ratio, the second ratio is a ratio of a numerical value of the identification split flow corresponding to the target critical path to a sum of numerical values of the identification split flow corresponding to the plurality of critical paths under an ideal split ratio.

In this way, more comprehensive travel guidance information can be displayed.

Optionally, the determining the ideal splitting ratio of the plurality of critical paths according to the average vehicle running time of each critical path includes:

determining the average vehicle running time of all the key paths according to the average vehicle running time of each key path;

for the critical path i, determining a selected probability of

Wherein the critical path i is any one of a plurality of critical paths, T (i) is the average vehicle running time of the critical path i,

the average running time of the vehicles of all the critical paths is defined, and m is the number of the critical paths;

and comparing the selected probabilities of the plurality of key paths to obtain the ideal shunting proportion of the plurality of key paths.

Optionally, the determining the actual splitting ratio of the plurality of critical paths within the preset time period starting within the time period to be predicted includes:

adding the traffic flow of all the critical paths within a preset time length starting within the time period to be predicted to obtain a total traffic flow;

determining the ratio of the traffic flow of each critical path to the total traffic flow;

and comparing the ratios corresponding to the plurality of critical paths respectively to obtain the actual shunting proportion of the plurality of critical paths in the preset time length starting in the time period to be predicted.

Optionally, before determining the total vehicle adjustment amount of each bottleneck road segment, the method further includes:

determining the queuing length of each segment in the critical path according to the target OD flow and the preset shunting proportion;

for each road section, if the proportion of the queuing length of the road section to the length of the road section exceeds a second preset numerical value or the queuing length of the road section exceeds a third preset numerical value, determining that the road section is a bottleneck road section.

Optionally, the determining the total vehicle adjustment amount of each bottleneck road section includes:

for each bottleneck road section, predicting the number of vehicles driving into the bottleneck road section, the number of vehicles driving out of the bottleneck road section and the number of vehicles queued on the bottleneck road section;

predicting the total vehicle adjustment quantity of the bottleneck road section as delta S ═ max { delta S₁,0}+ΔS₂Wherein, Δ S₁Is the difference between the number of vehicles driving into the bottleneck section and the number of vehicles driving out of the bottleneck section, Delta S₂The number of vehicles queued for the bottleneck section.

Optionally, the method further includes:

for each bottleneck road section, determining the contribution rate of each road section at the upstream of the bottleneck road section to the number of vehicles of the bottleneck road section and the contribution rate of each road section at the downstream of the bottleneck road section to the number of vehicles of the bottleneck road section according to the target OD flow;

and determining the road section with the contribution rate larger than a fourth preset value as a controllable road section of the bottleneck road section.

Optionally, the determining, according to the total vehicle adjustment amount of each bottleneck road segment, a split green ratio of a signal lamp in a target driving direction of each controllable road segment corresponding to each bottleneck road segment includes:

determining the vehicle regulating quantity of each controllable road section corresponding to each bottleneck road section according to the total vehicle regulating quantity of each bottleneck road section;

and determining the green signal ratio of the signal lamp of the target driving direction of each controllable road section corresponding to each bottleneck road section according to the vehicle regulating quantity of each controllable road section corresponding to each bottleneck road section.

Optionally, the determining the vehicle adjustment amount of the controllable road section corresponding to each bottleneck road section according to the total vehicle adjustment amount of each bottleneck road section includes:

for each bottleneck road section, determining the upstream vehicle regulating quantity of the bottleneck road section and the downstream vehicle regulating quantity of the bottleneck road section according to the total vehicle regulating quantity of the bottleneck road section, the number of vehicles driving into the bottleneck road section and the number of vehicles driving out of the bottleneck road section;

and determining the vehicle regulating quantity of each controllable road section at the upstream of the bottleneck road section according to the upstream vehicle regulating quantity and the contribution rate of each controllable road section at the upstream of the bottleneck road section, and determining the vehicle regulating quantity of each controllable road section at the downstream of the bottleneck road section according to the downstream vehicle regulating quantity and the contribution rate of each controllable road section at the downstream of the bottleneck road section.

Optionally, the determining, according to the upstream vehicle adjustment amount and the contribution rate of each controllable road section upstream of the bottleneck road section, the vehicle adjustment amount of each controllable road section upstream of the bottleneck road section, and according to the downstream vehicle adjustment amount and the contribution rate of each controllable road section downstream of the bottleneck road section, the determining the vehicle adjustment amount of each controllable road section downstream of the bottleneck road section includes:

determining the residual capacity of each controllable road section at the upstream and the residual capacity of each controllable road section at the downstream of the bottleneck road section;

classifying the upstream controllable road sections of the bottleneck road section according to the position relation between the upstream controllable road sections of the bottleneck road section and the bottleneck road section, and determining the vehicle regulating quantity of each upstream controllable road section of the bottleneck road section according to the upstream vehicle regulating quantity, the contribution rate of each upstream controllable road section of the bottleneck road section and the residual capacity of each upstream controllable road section of the bottleneck road section according to the grade sequence of each upstream controllable road section of the bottleneck road section; and grading the downstream controllable road sections of the bottleneck road section according to the position relation between the downstream controllable road sections of the bottleneck road section and the bottleneck road section, and determining the vehicle regulating quantity of the downstream controllable road sections of the bottleneck road section according to the downstream vehicle regulating quantity, the contribution rate of the downstream controllable road sections of the bottleneck road section and the residual capacity of the downstream controllable road sections of the bottleneck road section according to the grade sequence of the downstream controllable road sections of the bottleneck road section.

Optionally, the determining the split ratio of the signal lamp in the target driving direction of each controllable road section according to the vehicle adjustment amount of the controllable road section corresponding to each bottleneck road section includes:

for the controllable road section b, the green signal ratio of the signal lamp of the target driving direction of the controllable road section b is

Wherein the target driving direction of the controllable road section b comprises n lanes, and the saturation flow rate of each lane is S_laneThe vehicle regulating quantity per hour of the controllable road section b is delta S_b，ΔS_bEqual to the ratio of the vehicle adjustment amount allocated to the controllable section b to 60 minutes, the controllable section b being any controllable section.

In a second aspect, a traffic control device for a road network is provided, the device comprising:

the system comprises an acquisition module, a prediction module and a prediction module, wherein the acquisition module is used for acquiring target OD flow of a target road network in a time period to be predicted and acquiring a plurality of key paths between a main traffic generation point and a main traffic attraction point in the target road network;

an analysis module, configured to determine, for each preset diversion ratio of the multiple critical paths, a total vehicle regulation amount of each bottleneck road section according to the target OD flow and the preset diversion ratio if at least one bottleneck road section exists on a critical path in the target road network within the time period to be predicted, and determine, according to the total vehicle regulation amount of each bottleneck road section, a split green ratio of a signal lamp of a target driving direction of each controllable road section corresponding to each bottleneck road section, where, for each bottleneck road section, the target driving direction is used to indicate a traffic flow direction in which a vehicle can drive in or out of the bottleneck road section; determining actual shunting proportions of a plurality of key paths within a preset time length starting within the time period to be predicted;

and the control module is used for controlling the signal lamp based on the split ratio corresponding to the preset split ratio closest to the actual split ratio in the residual time period of the time period to be predicted except the starting preset time period.

Optionally, the obtaining module is configured to:

Optionally, the analysis module is further configured to:

the control module is further configured to:

Optionally, the analysis module is configured to:

for the critical path i, determining a selected probability of

Optionally, the analysis module is configured to:

Optionally, the analysis module is further configured to:

before determining the total vehicle regulating quantity of each bottleneck road section, determining the queuing length of each road section in the key path according to the target OD flow and the preset shunting proportion;

Optionally, the analysis module is configured to:

Optionally, the analysis module is further configured to:

Optionally, the analysis module is configured to:

In a third aspect, a computer-readable storage medium is provided, in which a computer program is stored which, when being executed by a processor, carries out the method steps of the first aspect described above.

In a fourth aspect, a management device is provided, comprising a processor and a memory, wherein the memory is configured to store a computer program; the processor is configured to execute the program stored in the memory, so as to implement the method steps of the first aspect.

The technical scheme provided by the embodiment of the invention has the beneficial effects that at least:

in the embodiment of the invention, in order to reduce the possibility of congestion of a target road network in a time period to be predicted, the target OD flow in the time period to be predicted can be obtained, a plurality of key paths between a main traffic generation point and a main traffic attraction point in the target road network can be obtained, a plurality of preset diversion ratios of the plurality of key paths stored in advance can be obtained, for each preset diversion ratio, the total vehicle regulating quantity of a bottleneck road section on the key path is determined, then the green signal ratio of a signal lamp in the target driving direction of each controllable road section corresponding to each bottleneck road section is determined, then the actual diversion ratio of the plurality of key paths is determined in the preset time period starting in the time period to be predicted, the green signal ratio corresponding to the preset diversion ratio closer to the actual diversion ratio is selected, the signal lamp in the target road network is controlled based on the green signal ratio, and thus the congestion condition can be predicted in advance, and adjustment measures are taken, so that the possibility of congestion is reduced.

Drawings

Fig. 1 is a schematic flow chart of a traffic control method for a road network according to an embodiment of the present invention;

FIG. 2 is a schematic diagram of a method for determining a vehicle trajectory according to an embodiment of the present invention;

FIG. 3 is a diagram illustrating a critical path according to an embodiment of the present invention;

fig. 4 is a schematic diagram of a bottleneck road section according to an embodiment of the present invention;

fig. 5 is a schematic structural diagram of a traffic control device of a road network according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram of a management device according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

The embodiment of the invention provides a traffic control method of a road network, wherein an execution main body of the method can be management equipment, and the management equipment can be equipment for managing signal lamps of all road junctions in the road network and equipment for controlling VMS display.

The management device may be provided with a processor, a memory, a transceiver, and the like, wherein the processor may be configured to perform processing of a process of traffic control of a road network, the memory may be configured to store data required and generated in the process of traffic control of the road network, and the transceiver may be configured to receive and transmit data. The memory may also include a memory and a controller to provide the processor and the transceiver access to the memory. The processor is a control center of the management device, connects various parts of the whole management device by various interfaces and lines, and executes various functions of the management device and processes data by running or executing software programs and/or modules stored in the memory and calling data stored in the memory, thereby performing overall monitoring on the management device.

Before implementation, an application scenario of the present application is first introduced:

the problem of traffic jam is one of the main problems faced by cities, and in order to avoid road jam, traffic flow needs to be guided in time, so that the time for jam is shortened. Based on the above, the embodiment of the invention provides a traffic control scheme of a road network.

An embodiment of the present invention provides a traffic control method for a road network, and as shown in fig. 1, an execution flow of the method may be as follows:

step 101, obtaining a target OD flow of a target road network in a time period to be predicted, and obtaining a plurality of key paths between a main traffic generation point and a main traffic attraction point in the target road network.

The time period to be predicted is a time period for traffic control, and the target road network is any road network and comprises a plurality of intersections. In a road network, a main traffic occurrence point refers to a main departure place, and a main traffic attraction point refers to a main destination.

In implementation, the management device is to control traffic of a target road network for a certain time period (which may be referred to as a to-be-predicted time period later), may acquire a target OD (origin Destination) traffic of the target road network within the to-be-predicted time period, where the target OD traffic includes a plurality of passing tracks, may determine a starting point and an ending point of each of the plurality of passing tracks, then determine a number of vehicle tracks for each starting point, determine a starting point where the number of vehicle tracks is the largest as a main traffic occurrence point, then determine a number of vehicle tracks for each ending point, and determine an ending point where the number of vehicle tracks is the largest as a main traffic attraction point. The management device may then acquire a plurality of critical paths between the primary traffic occurrence point and the primary traffic attraction point.

Optionally, the OD traffic of the time period to be predicted may be determined by using the OD traffic of the current time period and the OD traffic of the historical time period, and the corresponding processing may be as follows:

acquiring a first OD flow of a target road network in a current period and a second OD flow of the target road network in a historical time period; and determining the target OD flow of the target road network in the time period to be predicted according to the first OD flow, the second OD flow and a preset signal lamp timing strategy in the target road network.

The current time period is a time period including a current time point, the duration of the current time period can be preset and stored in the management device, for example, the current time point is 8:30, and the current time period is 8: 00-8: 30. The current time period is adjacent to the time period to be predicted, for example, the current time period is 8: 00-8: 30, and the time period to be predicted is 8: 30-9: 30. The historical time period is in the same time range as the time period to be predicted, for example, the time period to be predicted is 8: 30-9: 30 of friday, the historical time period is 8: 30-9: 30 of last friday, and the like.

In implementation, each intersection in the target road network is provided with a camera device, a communication connection is established between the camera device and the management device, and the communication connection can be a wired connection or a wireless connection. The image pickup apparatus may capture images including passing vehicles and mark information such as a capturing time point for each captured image, the image pickup apparatus may periodically transmit captured image data to the management apparatus, such as once every 10 minutes, and the management apparatus may record the received image data and an identification of the image pickup apparatus transmitting the image data.

The management apparatus stores in advance the correspondence between the identification of the image pickup apparatus and the geographical position, and from the received image data, based on the geographic position information of the target road network and the corresponding relation between the identification of the camera equipment and the geographic position, the identification of each camera equipment contained in the target road network is searched, then based on the identification, acquiring image data of the current time period transmitted by each camera device of the target road network from the recorded images, deleting abnormal image data (such as image data which can not be identified by a license plate) and repeated image data (like an image containing the same vehicle shot by one camera device) by the management device through identifying the images, the management device may then input the deleted image data to a preset vehicle trajectory determination algorithm, and then determine a first OD flow for the current time period. The first OD traffic is then stored.

In addition, the front-end camera device can recognize and analyze the shot images to obtain all the vehicle passing data in the target road network, and the all the vehicle passing data in the target road network is sent to the management device, and the management device can store the data for subsequent use.

The process of the vehicle trajectory determination algorithm may be as follows:

as shown in fig. 2, s1, arranging the image data after deletion in time sequence, s2, traversing all the image data after deletion, using the license plate number of the vehicle in the image data as an index point, s3, determining whether the image data is traversed or not, if not, after identifying the license plate number in the image data, s4, checking whether the license plate number is already included, if so, s5, based on the image pickup device which picks up the image identifying the license plate number, determining whether the boundary of the target road network has been reached, s6, if the boundary of the target road network is not exceeded, determining whether the intersection to which the image pickup device which picks up the image identifying the license plate number belongs is adjacent to the last recorded intersection, if the intersection is adjacent, indicating that the vehicle track is continuous, if the road network boundary is exceeded, ending, s7, updating the track information corresponding to the license plate number, if not, the vehicle track is not continuous, and s9, the shortest path from the last intersection to the intersection can be determined to complete the vehicle track. S8, if the license plate number is not included, inserting a new vehicle track based on the license plate number, and performing the above process in a loop, so as to determine all vehicle passing data in the target road network, that is, all vehicle track information, that is, determine the first OD traffic.

It should be noted that the determined vehicle trajectory includes time point information, position information, and the like of the vehicle passing through each intersection.

The management device may determine a second OD traffic for the historical time period in the same manner.

Then, the management device may obtain a signal lamp timing strategy preset for each intersection in the current target road network, where the signal lamp timing strategy includes a red lamp duration, a green lamp duration, and a yellow lamp duration in a communication cycle (e.g., 30 minutes), and then input the first OD traffic, the second OD traffic, and the signal lamp timing strategy preset for each intersection into an OD traffic prediction algorithm, where the OD traffic prediction algorithm outputs the target OD traffic in a time period to be predicted for the target road network. The target OD traffic records traffic data of each road section in the target road network.

The OD traffic prediction algorithm is a relatively sophisticated algorithm, and may include a statistical inference algorithm, a state space algorithm, and the like.

Optionally, the critical path in the target road network may be determined based on the OD traffic in the historical time period, and the corresponding processing may be as follows:

determining the traffic flow of a plurality of paths between the main traffic generation point and the main traffic attraction point in the target road network according to the second OD flow; and determining a preset number of paths with the maximum traffic flow as a key path between the main traffic generation point and the main traffic attraction point.

Wherein the preset number may be preset and stored in the management device, such as 3.

In an implementation, the second OD traffic includes all traffic data of the target road network during the historical time period, and the management device may determine a starting intersection of the most vehicles and determine an ending intersection of the most vehicles, determine the starting intersection as a main traffic occurrence point, and determine the ending intersection as a main traffic attraction point.

Then, a plurality of paths before the main traffic occurrence point and the main traffic attraction point can be determined by using the map, the traffic flow in each path is determined by using the second OD flow, the preset number of paths with the maximum traffic flow are determined, and the preset number of paths are determined as the key paths between the main traffic occurrence point and the main traffic attraction point. For example, as shown in fig. 3, the preset number is 2, the main traffic occurrence point is intersection C, the main traffic attraction point is intersection H, and the two paths shown by the dotted lines are critical paths.

And 102, for each preset shunt ratio of a plurality of key paths, determining the total vehicle regulating quantity of each bottleneck road section according to the target OD flow and the preset shunt ratio if at least one bottleneck road section exists on the key path in the target road network within the time period to be predicted, and determining the green-to-noise ratio of the signal lamp of the target driving direction of each controllable road section corresponding to each bottleneck road section according to the total vehicle regulating quantity of each bottleneck road section.

The green ratio is the proportion of the time length of the signal lamp available for the vehicle to pass in one passing period to the whole period.

In implementation, the management device stores a plurality of preset diversion ratios of a plurality of critical paths in advance, the preset diversion ratio is the ratio of the traffic flow of the plurality of critical paths for any preset diversion ratio, and the sequence of the traffic flow of the plurality of critical paths is the same for different preset diversion ratios. For example, there are 3 critical paths, namely a critical path a, a critical path b, and a critical path c, and the preset diversion ratios of the critical path a, the critical path b, and the critical path c are 1/2/3, 1/3/2, and 3/2/1.

For each preset diversion ratio, the management device may determine whether a bottleneck road section exists on a critical path in a time period to be predicted according to the target OD flow and the preset diversion ratio, and if at least one bottleneck road section exists on the critical path in the target road network, may determine a total vehicle adjustment amount of each bottleneck road section (the total vehicle adjustment amount is used to indicate that after the number of vehicles is adjusted, the bottleneck road section is a normal traffic road section, and is not congested). Then, the management device can determine a controllable road section corresponding to each bottleneck road section (the controllable road section refers to the traffic flow of the bottleneck road section which can be adjusted by controlling a signal lamp of the controllable road section), and then the management device can determine the green signal ratio of the signal lamp of the target driving direction of each controllable road section corresponding to each bottleneck road section according to the total vehicle adjustment quantity of each bottleneck road section, wherein for the controllable road section at the upstream of the bottleneck road section, the target driving direction is the direction of driving into the bottleneck road section, and for the controllable road section at the downstream of the bottleneck road section, the target driving direction is the direction of driving away from the bottleneck road section.

Thus, for each preset shunt ratio, the management device can determine the split ratio by using the method.

In addition, if no bottleneck road section exists on the critical path in the time period to be predicted, the probability of congestion on the critical path is low, and in order to save processing resources, subsequent processing may not be performed.

It should be noted that the preset diversion ratios are determined based on an ideal diversion ratio (explained later), and the ideal diversion ratio is adjusted multiple times (the preset diversion ratio is obtained by up-down floating of the ideal diversion ratio) under the condition that the total traffic flow is guaranteed to be unchanged, so as to obtain the preset diversion ratios. For example, there are 3 critical paths, critical path a, critical path b and critical path c, the ideal split ratio of critical path a, critical path b and critical path c is 1/2/3, the traffic flow proportion of the critical path b may be decreased by 1, and the traffic flow proportion of the critical path a may be increased by 2, a preset split ratio of 3/1/3 may be obtained, the traffic flow ratio of the critical path c may be decreased by 2, and the traffic flow ratio of the critical path a may be increased by 2, a preset split ratio of 3/2/1 can be obtained, the traffic flow ratio of the critical path c can be reduced by 1, and increases the traffic flow rate proportion of the critical path b by 2, and increases the traffic flow rate proportion of the critical path a by 2, a preset split ratio of 3/4/2 may be achieved, here by way of example only.

Optionally, an embodiment of the present invention further provides a method for determining a bottleneck road segment, where corresponding processing may be as follows:

determining the queuing length of each section in the key path according to the target OD flow and a preset shunt proportion; and for each road section, if the proportion of the queue length of the road section to the length of the road section exceeds a second preset numerical value or the queue length of the road section exceeds a third preset numerical value, determining the road section as a bottleneck road section.

The second preset value may be preset and stored in the management device, for example, 50%, and the third preset value may be preset and stored in the management device, for example, 250 meters.

In implementation, for each preset diversion ratio, the management device may input the target OD flow and the preset diversion ratio into a simulation algorithm, and obtain a queuing length of each road segment (two adjacent intersections form one road segment) in the critical path.

For each road segment, the management device may determine whether the queue length of the road segment is greater than a third preset threshold, and if the queue length of the road segment is greater than the third preset threshold, determine that the road segment is a bottleneck road segment.

Alternatively, for each link, the management device may obtain the length of the link, then calculate a ratio of the queuing length to the length of the link, and if the ratio exceeds a second preset value, may determine that the link is a bottleneck link.

Optionally, the total adjustment amount of the bottleneck road section may be determined based on the number of vehicles driving into the bottleneck road section and the number of vehicles driving out of the bottleneck road section, and the corresponding processing may be as follows:

for each bottleneck road section, predicting the number of vehicles driving into the bottleneck road section, the number of vehicles driving out of the bottleneck road section and the number of vehicles queued on the bottleneck road section; predicting the total vehicle regulating quantity of the bottleneck road section as delta S ═ max { delta S₁,0}+ΔS₂Wherein, Δ S₁Is the difference, Δ S, between the number of vehicles driving into the bottleneck section and the number of vehicles driving out of the bottleneck section₂The number of vehicles queued on the bottleneck section.

In implementation, for each determined bottleneck road section, the management device may determine, according to the target OD flow and a preset signal lamp timing strategy, the number x of vehicles driving into the bottleneck road section in the section to be predicted through a simulation algorithm_a,inThe number x of vehicles driving away from the bottleneck road section_a,outAnd the number of vehicles Δ S queued on the bottleneck section₂Then calculate x_a,inAnd x_a,outDifference value Δ S of₁Predicting the total regulating quantity delta S ═ max { delta S) on the bottleneck road section₁,0}+ΔS₂Where max { Δ S₁0 denotes taking Δ S₁And a maximum value between 0.

Therefore, the total vehicle regulating quantity of the bottleneck road section can be accurately determined by considering the number of vehicles driving into the bottleneck road section, the number of vehicles driving out of the bottleneck road section and the number of vehicles queued on the bottleneck road section.

Optionally, in the embodiment of the present invention, a method for determining a controllable road segment of a bottleneck road segment is further provided, and corresponding processing may be as follows:

for each bottleneck road section, determining the contribution rate of each upstream road section of the bottleneck road section to the number of vehicles of the bottleneck road section and the contribution rate of each downstream road section to the number of vehicles of the bottleneck road section according to the target OD flow;

and determining the road section with the contribution rate larger than the fourth preset value as the controllable road section of the bottleneck road section.

Wherein the fourth preset value may be preset and stored in the management device, such as 50%. The upstream section of the bottleneck section refers to a section where a vehicle capable of driving into the bottleneck section is located, and the downstream section of the bottleneck section refers to a section where a vehicle driving out of the bottleneck section drives into. As shown in fig. 4, the bottleneck section is a section from intersection a to intersection b, the upstream sections of the bottleneck section are sections c and d, and the downstream section of the bottleneck section is section e.

In an implementation, for each bottleneck road segment, the management device may determine upstream road segments and downstream road segments of the bottleneck road segment, then determine the number of vehicles driving into the bottleneck road segment of the upstream road segments in the time period to be predicted, and determine the number of vehicles driving into the downstream road segments of the bottleneck road segment in the time period to be predicted, by using the target OD flow.

Then, for a certain road section at the upstream, calculating the ratio of the number of vehicles driving into the bottleneck road section in the time period to be predicted to the number of vehicles on the bottleneck road section, and determining the ratio as the contribution rate of the road section to the number of vehicles on the bottleneck road section, so that the contribution rate of each road section at the upstream of the bottleneck road section to the number of vehicles on the bottleneck road section can be determined by analogy.

And for a certain downstream road section, calculating the ratio of the number of vehicles driving into the road section away from the bottleneck road section in the time period to be predicted to the number of vehicles on the bottleneck road section, and determining the ratio as the contribution rate of the road section to the number of vehicles on the bottleneck road section, so that the contribution rate of each road section downstream of the bottleneck road section to the number of vehicles on the bottleneck road section can be determined by analogy.

Then, the management device may compare the determined plurality of contribution rates with a fourth preset value, and if the contribution rate is greater than the fourth preset value, determine the road segment with the contribution rate greater than the fourth preset value as the controllable road segment of the bottleneck road segment.

Optionally, the green-to-green ratio of the signal lamp in the target driving direction of each controllable road segment may be determined based on the vehicle adjustment amount of the controllable road segment corresponding to each bottleneck road segment, and the corresponding processing may be as follows:

determining the vehicle regulating quantity of each controllable road section corresponding to each bottleneck road section according to the total vehicle regulating quantity of each bottleneck road section; and determining the green signal ratio of the signal lamp of the target driving direction of each controllable road section corresponding to each bottleneck road section according to the vehicle regulating quantity of each controllable road section corresponding to each bottleneck road section.

In implementation, for each bottleneck road section, the management device may obtain the vehicle total adjustment amount of the bottleneck road section determined in the foregoing, and then allocate the vehicle total adjustment amount to each controllable road section of the bottleneck road section, that is, determine the vehicle adjustment amount of each controllable road section corresponding to the bottleneck road section, and then the management device may determine the split green ratio of the signal lamp in the target driving direction of each controllable road section corresponding to the bottleneck road section according to the vehicle adjustment amount of each controllable road section corresponding to the bottleneck road section. In this way, by analogy, the green ratio of the signal lamp in the target driving direction of each controllable road section corresponding to each bottleneck road section can be determined.

Alternatively, the manner of assigning the vehicle adjustment amount to each controllable section may be as follows:

for each bottleneck road section, determining the upstream vehicle regulating quantity of the bottleneck road section and the downstream vehicle regulating quantity of the bottleneck road section according to the total vehicle regulating quantity of the bottleneck road section, the number of vehicles driving into the bottleneck road section and the number of vehicles driving out of the bottleneck road section; and determining the vehicle regulating quantity of each controllable road section at the upstream of the bottleneck road section according to the upstream vehicle regulating quantity and the contribution rate of each controllable road section at the upstream of the bottleneck road section, and determining the vehicle regulating quantity of each controllable road section at the downstream of the bottleneck road section according to the downstream vehicle regulating quantity and the contribution rate of each controllable road section at the downstream of the bottleneck road section.

In practice, for each bottleneck section, the management device can adjust the total adjustment quantity Delta S of the vehicles entering the bottleneck section according to the total adjustment quantity Delta S of the vehicles entering the bottleneck section and the number x of the vehicles entering the bottleneck section_a,inThe number x of vehicles driving off the bottleneck section_a,outDetermining the upstream vehicle regulation quantity of the bottleneck road section as

The downstream vehicle regulation quantity of the bottleneck section is

Wherein the content of the first and second substances,

denotes 0.5 and

the maximum value of (a) is,

denotes 0.5 and

Δ S is the total vehicle regulation for the bottleneck section.

Then, the management device may obtain the contribution rate of each upstream controllable road segment corresponding to the bottleneck road segment, determine the vehicle adjustment amount of each upstream controllable road segment of the bottleneck road segment based on the upstream vehicle adjustment amount and the obtained contribution rate, obtain the contribution rate of each downstream controllable road segment corresponding to the bottleneck road segment, and determine the vehicle adjustment amount of each downstream controllable road segment of the bottleneck road segment based on the downstream vehicle adjustment amount and the obtained contribution rate.

Optionally, first determining the remaining capacity of each controllable road segment, and then allocating the adjustment amount based on the remaining capacity, the corresponding process may be as follows:

determining the residual capacity of each controllable road section at the upstream and the residual capacity of each controllable road section at the downstream of the bottleneck road section; grading the upstream controllable road sections of the bottleneck road section according to the position relation between the upstream controllable road sections of the bottleneck road section and the bottleneck road section, and determining the vehicle regulating quantity of each upstream controllable road section of the bottleneck road section according to the vehicle regulating quantity of the upstream, the contribution rate of each upstream controllable road section of the bottleneck road section and the residual capacity of each upstream controllable road section of the bottleneck road section according to the grade sequence of each upstream controllable road section of the bottleneck road section; and grading the downstream controllable road sections of the bottleneck road section according to the position relation between the downstream controllable road sections of the bottleneck road section and the bottleneck road section, and determining the vehicle regulating quantity of the downstream controllable road sections of the bottleneck road section according to the grade sequence of the downstream controllable road sections of the bottleneck road section, the contribution rate of the downstream controllable road sections of the bottleneck road section and the residual capacity of the downstream controllable road sections of the bottleneck road section.

In implementation, for any controllable road segment (whether an upstream controllable road segment or a downstream controllable road segment) of the bottleneck road segment, the preset maximum queuing length L of the controllable road segment b can be obtained_b,maxDetermining its remaining capacity as

Wherein L is_bIs the actual length of the controllable section b, h_sAnd delta is a preset safe queuing coefficient of the controllable road section for the minimum distance between the car heads, so that the method can be used for calculating each controllable road section to determine the residual capacity.

Then, the management device can divide the controllable road sections adjacent to the bottleneck road section into first-level controllable road sections according to the position relation between each controllable road section at the upstream of the bottleneck road section and the bottleneck road section, divide the controllable road sections connected with the first-level road sections into second-level controllable road sections, and so on, and rank each road section at the upstream. The management device may first allocate the vehicle regulation amount in the upstream primary controllable section, then allocate the vehicle regulation amount in the secondary controllable section, and so on, in the following manner: for each controllable road section in the upstream level controllable road section, the vehicle regulating quantity of the controllable road section b (which is any one of the upstream controllable road sections) is

Where Δ Q represents an upstream vehicle adjustment amount, P_a,b,1Representing the contribution rate of the number of vehicles with the controllable road section b as the bottleneck road section, m is the number of the controllable road sections with the grade as one grade, P_a,k,1The contribution rate of the number of vehicles representing the upstream controllable road section k as the bottleneck road section is shown in delta q_b，1When the vehicle regulating quantity is larger than the residual capacity of the controllable road section b, the vehicle regulating quantity of the controllable road section b is the residual capacity, and the vehicle regulating quantity is delta q_b，1When the residual capacity of the controllable road section b is less than or equal to the residual capacity of the controllable road section b, the vehicle regulating quantity of the controllable road section b is delta q_b，1. After the vehicle regulating quantity is distributed to each controllable road section of the first-level controllable road section, whether the regulating quantity of the upstream vehicle is completely distributed can be determined,and if all the distribution is finished, ending the distribution. If not all the vehicle regulation quantity is distributed, and the first-level controllable road section is not the boundary of the target road network, the vehicle regulation quantity can be distributed on the second-level road section in the same distribution mode as the first-level controllable road section, and so on until the boundary of the target road network is reached, or the upstream vehicle regulation quantity is distributed, and the distribution is finished. And if all the controllable road sections to be distributed are not distributed completely but are the boundary of the target road network, finishing the distribution.

And the management equipment can divide the controllable road sections adjacent to the bottleneck road section into first-level road sections according to the position relation between each downstream controllable road section of the bottleneck road section and the bottleneck road section, divide the controllable road sections connected with the first-level road sections into second-level road sections in the controllable road sections, and so on, and grade each downstream road section. The management device can firstly distribute the vehicle regulating quantity in the downstream first-level controllable road section, then distribute the vehicle regulating quantity in the secondary controllable road section, and the like, wherein the distribution mode is as follows: for each controllable road section in the downstream level controllable road section, the vehicle regulating quantity of the controllable road section b (which is any one of the downstream controllable road sections) is

Where Δ Q represents a downstream vehicle adjustment, P_a,b,1Representing the contribution rate of the number of vehicles with the controllable road section b as the bottleneck road section, m is the number of the controllable road sections with the grade as one grade, P_a,k,1The contribution rate of the number of vehicles representing the controllable road section k as the bottleneck road section is shown in delta q_b，1When the vehicle regulating quantity is larger than the residual capacity of the controllable road section b, the vehicle regulating quantity of the controllable road section b is the residual capacity, and the vehicle regulating quantity is delta q_b，1When the residual capacity of the controllable road section b is less than or equal to the residual capacity of the controllable road section b, the vehicle regulating quantity of the controllable road section b is delta q_b，1。

After the vehicle regulating quantity is distributed to each controllable road section of the first-level controllable road section, whether the regulating quantity of the downstream vehicle is completely distributed can be determined, and if the regulating quantity of the downstream vehicle is completely distributed, the distribution is finished. If not all the vehicle regulation quantity is distributed, and the first-level controllable road section is not the boundary of the target road network, the vehicle regulation quantity can be distributed on the second-level road section in the same distribution mode as the first-level controllable road section, and so on until the boundary of the target road network is reached, or the downstream vehicle regulation quantity is distributed, and the distribution is finished. And if all the controllable road sections to be distributed are not distributed completely but are the boundary of the target road network, the distribution is also finished.

Thus, each bottleneck path can be allocated according to the above method, and all the bottleneck paths can be allocated completely.

Alternatively, the determined vehicle adjustment amount may be converted into the split ratio, and the corresponding processing may be as follows:

for the controllable road section b, the green ratio of the signal lamp of the target driving direction of the controllable road section b is

The target driving direction of the controllable road section b comprises n lanes, and the saturation flow rate of each lane is S_laneThe vehicle regulating quantity per hour of the controllable road section b is delta S_b，ΔS_bEqual to the ratio of the vehicle adjustment amount assigned to the controllable section b to 60 minutes.

In practice, for any controllable road segment b, the management device may calculate the vehicle adjustment amount per hour of the target driving direction of the controllable road segment b as

Δq_bRepresenting the vehicle adjustment assigned to the controllable section b, T is 60 minutes. Then, the number of lanes contained in the target driving direction of the controllable road section b is acquired as n, and the saturation rate of each lane is acquired as S_laneThe green ratio of the signal light of the target driving direction of the controllable section b may then be Δ λ_b，

Thus, by analogy, the split of each controllable segment can be determined.

It should be noted that, the split ratio corresponding to one preset split ratio is determined, and each preset split ratio can be determined by using the above method, which is not described herein again.

It should be noted that, since the green ratio is controlled, the traffic volume of the vehicle on the road section can be controlled, and therefore, the green ratio can be determined by dividing the vehicle adjustment volume by the product of the vehicle saturation rate and the number of lanes on the controllable road section.

And 103, determining the actual shunting proportion of the plurality of critical paths in the preset time length starting in the time period to be predicted.

The starting preset time is a time period just starting from the time period to be predicted, and the preset time is shorter than the time period to be predicted, can be preset and is stored in the management device. For example, the time period to be predicted is 8: 00-9: 00, and if the preset time is 15 minutes, the starting preset time is 8: 00-8: 15.

In implementation, after the management device determines the split ratio of the signal lights in the target driving direction of each controllable road section corresponding to each bottleneck road section under each preset split ratio, the management device may acquire captured image data from each image capturing device at the intersection of the target road network, identify the image data, and determine the number of vehicles entering the critical path as the number of vehicles in the critical path according to the number of vehicles entering the critical path within the preset starting time, so as to determine the number of vehicles in the preset starting time of the plurality of critical paths. And then obtaining the actual shunting proportion of the plurality of key paths according to the number of vehicles of the plurality of key paths in the starting preset time.

Optionally, the total number of vehicles may be calculated first, and based on the total number of vehicles, the actual split ratio is determined, and the corresponding processing may be as follows:

adding the traffic flow of all the key paths within a preset time length starting within a time period to be predicted to obtain a total traffic flow; determining the ratio of the traffic flow of each critical path to the total traffic flow; and comparing the ratios corresponding to the plurality of key paths respectively to obtain the actual shunting proportion of the plurality of key paths in the preset time length starting in the time period to be predicted.

In implementation, the management device may add traffic flows of the plurality of critical paths in the preset starting time period within the time period to be predicted to obtain a total number of vehicles, determine a ratio of the number of vehicles of each critical path to the total number of vehicles, compare the ratios corresponding to the plurality of critical paths respectively, and obtain actual diversion proportions of the plurality of critical paths.

For example, if there are 3 critical paths, namely a critical path a, a critical path b, and a critical path c, the number of vehicles in the critical path a, the critical path b, and the critical path c is 1000, 1500, and 2000 respectively, and the total number of vehicles is 4500, then the actual split ratio is 2/3/4.

It should be noted that, when calculating the actual split ratio, the order of comparing the number of vehicles in the plurality of critical paths is the same as the order of comparing the number of vehicles in the plurality of critical paths in step 102.

It should be noted that, there may be no controllable road section corresponding to each bottleneck road section, and then a split green ratio is determined for the target driving direction of each controllable road section, so that the split green ratio is subsequently used to match the target driving direction of the controllable road section to which the signal lamp belongs.

And 104, controlling the signal lamp based on the split ratio corresponding to the preset split ratio closest to the actual split ratio in the residual time period of the time period to be predicted except for the starting preset time period.

In implementation, after the management device determines the actual split ratio, the management device may compare the actual split ratio with a plurality of preset split ratios, determine a preset split ratio closest to the actual split ratio, and then obtain the split ratio determined based on the preset split ratio in step 102 (i.e., the split ratio corresponding to the preset split ratio), and the management device may use the split ratio to control the signal lamps in the target road network in the remaining time period except the starting preset time period in the time period to be predicted, so as to reduce the probability of the occurrence of the bottleneck road section. Alternatively, the management device may notify the control device of the traffic lights, so that the control device controls the traffic lights in the target road network using the split green ratio in a remaining time period of the time period to be predicted excluding a preset time period from the start, to reduce the probability of the occurrence of the bottleneck road section.

It should be noted that, for the upstream controllable road section of the bottleneck road section, the controlled signal lamp is a signal lamp that enables the vehicle to drive into the bottleneck road section, for example, for the upstream first-stage controllable road section, the controlled signal lamp is a signal lamp of an intersection connected to the bottleneck road section, for the upstream second-stage controllable road section, the controlled signal lamp is a signal lamp of an intersection connected to the first-stage controllable road section, and the like. For the downstream controllable road section of the bottleneck road section, the controlled signal lamp is a signal lamp which can enable the vehicle to drive away from the bottleneck road section, for example, for the downstream first-stage controllable road section, the controlled signal lamp is a signal lamp of an intersection connected with the bottleneck road section, for the downstream second-stage controllable road section, the controlled signal lamp is a signal lamp of an intersection connected with the first-stage controllable road section, and the like.

Optionally, the manner of determining the preset split ratio closest to the actual split ratio may be as follows:

for each preset shunt proportion, the actual shunt proportion and the preset shunt proportion can be correspondingly subtracted from the value at the same position, the absolute value of the subtraction is calculated, the absolute values are added to obtain a numerical value, a plurality of numerical values are determined by analogy in sequence, the preset shunt proportion with the minimum numerical value is obtained, and the preset shunt proportion closest to the actual shunt proportion is determined. For example, the critical path includes a critical path a, a critical path b, and a critical path c, the preset diversion ratios are 3/1/3, 3/2/1, and 3/4/2, the actual diversion ratio is 4/5/3, the obtained value is 5 for the first preset diversion ratio, the obtained value is 6 for the second preset diversion ratio, the obtained value is 3, 3 is the smallest for the third preset diversion ratio, and the third preset diversion ratio can be determined as the preset diversion ratio closest to the actual diversion ratio.

It should be noted that, if there are a plurality of controllable road segments for a certain bottleneck road segment, there is a split ratio for each driving direction of each controllable road segment, and the split ratio needs to be allocated to the corresponding controllable road segment and the corresponding driving direction.

Optionally, an embodiment of the present invention further provides a manner of issuing driving guidance information, and corresponding processing may be as follows:

determining the average vehicle running time of each critical path according to the first OD flow; determining ideal shunting proportions of a plurality of key paths according to the average running time of the vehicles of each key path; and if the difference between the first ratio and the second ratio of the target key paths in the plurality of key paths is determined to be greater than or equal to a first preset value according to the actual distribution ratio and the ideal distribution ratio, controlling the VMS of the plurality of key paths to distribute the driving induction information, and if the difference between the first ratio and the second ratio is less than the first preset value, controlling the VMS of the plurality of key paths to distribute the road condition information.

The first preset value can be preset and stored in the management device. The driving guidance information includes road condition information and a notification that the target key path is recommended to be bypassed.

In an implementation, the management device may determine the travel time period of each vehicle on the critical path (the vehicle traveling from the start point of the critical path to the end point of the critical path) according to all the passing data in the first OD traffic, and then determine the average travel time period of the vehicle for each critical path. And then determining the ideal shunting proportion of the plurality of key paths according to the average running time of the vehicles of each key path.

Then, the actual splitting ratio determined in step 103 is compared with the ideal splitting ratio, if for any one of the plurality of critical paths (which may be referred to as a target critical path in the following), a ratio of a value of the identified splitting flow corresponding to the target critical path to a sum of values of the identified splitting flow corresponding to the plurality of critical paths under the actual splitting ratio may be determined to obtain a first ratio, and a ratio of a value of the identified splitting flow corresponding to the target critical path to a sum of values of the identified splitting flow corresponding to the plurality of critical paths under the ideal splitting ratio may be determined to obtain a second ratio, and a difference between the first ratio and the second ratio is calculated. If the difference is larger than or equal to the first preset value, the VMS arranged on the plurality of key paths can be controlled to issue driving guidance information, and the driving guidance information comprises road condition information and a notice for suggesting to bypass the target key path, so that a driver can be timely notified to change the path to drive, and the congestion of the target key path is reduced.

If the difference is smaller than the first preset value, the probability of congestion of the target key path is low, the VMS arranged on the plurality of key paths can be controlled to release road condition information, and the road condition information only prompts the approximate traffic condition of the driver road section, so that the driver can be informed of the road condition information in time.

The manner of determining the first value and the second value may be as follows:

the actual split ratios for critical path a, critical path b and critical path c are 1/2/3, under the actual split ratio, a value "1" identifies the split flow of the critical path a, a value "2" identifies the split flow of the critical path b, a value "3" identifies the split flow of the critical path c, the target critical path is the critical path c, the first value is 3/(1+2+3) ═ 0.5, the ideal split ratio of the critical path a, the critical path b and the critical path c is 2/2/3, under an ideal split ratio, a value "2" identifies the split flow of the critical path a, a value "2" identifies the split flow of the critical path b, a value "3" identifies the split flow of the critical path c, the target critical path is the critical path c, and the second value is 3/(2+2+3) ═ 3/7.

Therefore, when the actual shunting proportion is more different from the ideal shunting proportion, the driver is reminded to detour, and road congestion can be reduced.

In addition, the triggering condition for controlling the VMS to issue the travel guidance information may be:

the actual shunt ratio and the ideal shunt ratio may be subtracted from each other, the absolute values of the values at the same position are calculated, the absolute values are added to obtain a numerical value, if the numerical value is greater than a fifth preset numerical value, the VMS is controlled to issue the driving guidance information, and if the numerical value is less than or equal to the fifth preset numerical value, the VMS is controlled to issue the road condition information.

Optionally, the manner of determining the ideal split ratio may be as follows:

determining the average vehicle running time of all the key paths according to the average vehicle running time of each key path; for critical path i, the selected probability is

Wherein T (i) is the average running time of the vehicles on the critical path i,

average vehicle travel time for all critical paths; and comparing the selected probabilities of the plurality of key paths to obtain the ideal shunting proportion of the plurality of key paths.

In implementation, the management device may determine the average vehicle traveling duration of all the critical paths according to the average vehicle traveling duration of each critical path, and then, for any one of the critical paths i, the management device may determine that the selected probability is

In the equation, t (i) is the average vehicle travel time period of the critical path i,

the average running time of the vehicles of all the key paths can be obtained, so that the selected probability of each key path can be obtained, and the ideal shunting proportion of a plurality of key paths can be obtained by comparing the selected probabilities of the plurality of key paths.

It should be noted that, when calculating the ideal splitting ratio, the order of the plurality of critical paths is the same as the order of the plurality of critical paths when calculating the actual splitting ratio. For example, the critical path includes a critical path a, a critical path b, and a critical path c, and the order of each calculation is the critical path a, the critical path b, and the critical path c.

It should be noted that, even in the prior art, after the traffic jam is determined, a control strategy is generated again to control the road traffic flow, and there is a delay. However, in the application, the congestion situation can be predicted in advance, and adjustment measures can be taken, so that the possibility of congestion is reduced.

Based on the same technical concept, an embodiment of the present invention further provides a traffic control device for a road network, as shown in fig. 5, the device includes:

an obtaining module 510, configured to obtain a target OD traffic of a target road network in a time period to be predicted, and obtain multiple key paths between a primary traffic occurrence point and a primary traffic attraction point in the target road network;

an analysis module 520, configured to determine, for each preset diversion ratio of the multiple critical paths, a total vehicle regulation amount of each bottleneck road section according to the target OD flow and the preset diversion ratio if at least one bottleneck road section exists on a critical path in the target road network within the time period to be predicted, and determine, according to the total vehicle regulation amount of each bottleneck road section, a split green ratio of a signal lamp of a target driving direction of each controllable road section corresponding to each bottleneck road section, where, for each bottleneck road section, the target driving direction is used to indicate a traffic flow direction in which a vehicle can drive in or drive out of the bottleneck road section; determining actual shunting proportions of a plurality of key paths within a preset time length starting within the time period to be predicted;

a control module 530, configured to control a signal lamp based on a split ratio corresponding to a preset split ratio closest to the actual split ratio in a remaining time period of the time period to be predicted excluding the starting preset time period.

Optionally, the obtaining module 510 is configured to:

Optionally, the analysis module 520 is further configured to:

the control module 530 is further configured to:

Optionally, the analysis module 520 is configured to:

for the critical path i, determining a selected probability of

Optionally, the analysis module 520 is configured to:

Optionally, the analysis module 520 is further configured to:

Optionally, the analysis module 520 is configured to:

Optionally, the analysis module 520 is further configured to:

Optionally, the analysis module 520 is configured to:

Wherein, theThe target driving direction of the controllable road section b comprises n lanes, and the saturation flow rate of each lane is S_laneThe vehicle regulating quantity per hour of the controllable road section b is delta S_b，ΔS_bEqual to the ratio of the vehicle adjustment amount allocated to the controllable section b to 60 minutes, the controllable section b being any controllable section.

It should be noted that: in the traffic control device for a road network according to the above embodiment, when performing road network traffic control, only the division of the functional modules is illustrated, and in practical applications, the functions may be distributed by different functional modules according to needs, that is, the internal structure of the device may be divided into different functional modules to complete all or part of the functions described above. In addition, the traffic control device of the road network provided by the above embodiment and the traffic control method of the road network belong to the same concept, and the specific implementation process is described in the method embodiment, and is not described herein again.

Fig. 6 is a schematic structural diagram of a management device according to an embodiment of the present invention, where the management device 600 may generate a relatively large difference due to different configurations or performances, and may include one or more processors (CPUs) 601 and one or more memories 602, where the memory 602 stores at least one instruction, and the at least one instruction is loaded and executed by the processor 601 to implement the steps of the traffic control method for the road network.

Based on the same technical concept, the present application further provides a computer-readable storage medium, in which a computer program is stored, and the computer program, when executed by a processor, implements the steps of the traffic control method for a road network.

Based on the same technical concept, the application also provides a management device, which comprises a processor and a memory, wherein the memory is used for storing a computer program; the processor is used for executing the program stored in the memory to realize the steps of the traffic control method of the road network.

It will be understood by those skilled in the art that all or part of the steps for implementing the above embodiments may be implemented by hardware, or may be implemented by a program instructing relevant hardware, where the program may be stored in a computer-readable storage medium, and the above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, etc.

The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the invention, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.

Claims

1. A traffic control method for a road network, said method comprising:

obtaining destination OD flow of a target departure place of a target road network in a time period to be predicted, and obtaining a plurality of key paths between a main traffic occurrence point and a main traffic attraction point in the target road network;

for each preset shunt proportion of the plurality of key paths, determining whether a bottleneck road section exists on the plurality of key paths in the time period to be predicted according to the target OD flow and the preset shunt proportion, if at least one bottleneck road section exists on the plurality of key paths, determining the total vehicle regulating quantity of each bottleneck road section, and determining the green-letter ratio of a signal lamp of a target driving direction of each controllable road section corresponding to each bottleneck road section according to the total vehicle regulating quantity of each bottleneck road section, wherein for an upstream controllable road section of each bottleneck road section, the target driving direction is the direction of driving into the bottleneck road section, and for a downstream controllable road section of each bottleneck road section, the target driving direction is the direction of driving away from the bottleneck road section;

2. The method according to claim 1, wherein the obtaining of the target OD traffic of the target road network in the time period to be predicted comprises:

3. The method according to claim 2, wherein said obtaining a plurality of critical paths between a primary traffic occurrence point and a primary traffic attraction point in the target road network comprises:

4. The method of claim 2, further comprising:

if the difference between a first ratio and a second ratio of a target key path in the plurality of key paths is determined to be larger than or equal to a first preset value according to the actual distribution ratio and the ideal distribution ratio, controlling a variable message sign VMS of the plurality of key paths to issue driving guidance information, and if the difference between the first ratio and the second ratio is smaller than the first preset value, controlling the VMS of the plurality of key paths to issue road condition information, wherein the driving guidance information comprises the road condition information and a notice suggesting to bypass the target key path, the first ratio is the ratio of the value of the identification distribution flow corresponding to the target key path to the sum of the values of the identification distribution flow corresponding to the plurality of key paths under the actual distribution ratio, and the second ratio is the ratio of the value of the identification distribution flow corresponding to the target key path to the sum of the values of the identification distribution flow corresponding to the plurality of key paths under the ideal distribution ratio The value is obtained.

5. The method according to claim 4, wherein the determining the ideal splitting ratio of the plurality of critical paths according to the average vehicle running time of each critical path comprises:

for the critical path i, determining a selected probability of

6. The method according to any one of claims 1 to 5, wherein the determining the actual splitting ratio of the plurality of critical paths within a preset time period starting within the time period to be predicted comprises:

7. The method according to any one of claims 1 to 5, wherein the determining whether bottleneck sections exist on the plurality of critical paths in the time period to be predicted according to the target OD flow and the preset diversion ratio comprises:

determining the queuing length of each path section in the plurality of key paths according to the target OD flow and the preset shunting proportion;

8. The method according to any one of claims 1 to 5, wherein the determining of the total vehicle adjustment for each bottleneck section comprises:

9. The method of claim 8, further comprising:

10. The method according to claim 9, wherein the determining the green signal ratio of the signal lamp in the target driving direction of each controllable section corresponding to each bottleneck section according to the total vehicle adjustment amount of each bottleneck section comprises:

11. The method according to claim 10, wherein the determining the vehicle adjustment amount of the controllable section corresponding to each bottleneck section according to the total vehicle adjustment amount of each bottleneck section comprises:

12. The method according to claim 11, wherein the determining the vehicle regulating quantity of each controllable section upstream of the bottleneck section according to the upstream vehicle regulating quantity and the contribution rate of each controllable section upstream of the bottleneck section, and determining the vehicle regulating quantity of each controllable section downstream of the bottleneck section according to the downstream vehicle regulating quantity and the contribution rate of each controllable section downstream of the bottleneck section comprises:

13. The method according to any one of claims 1 to 5, wherein the determining the split ratio of the signal lamp of the target driving direction of each controllable road section according to the vehicle adjustment amount of the controllable road section corresponding to each bottleneck road section comprises:

14. A traffic control device for a road network, said device comprising:

the system comprises an acquisition module, a prediction module and a prediction module, wherein the acquisition module is used for acquiring destination OD flow of a target departure place of a target road network in a time period to be predicted and acquiring a plurality of key paths between a main traffic occurrence point and a main traffic attraction point in the target road network;

an analysis module, configured to determine, for each preset diversion ratio of the multiple critical paths, whether a bottleneck road segment exists on the multiple critical paths within the time period to be predicted according to the target OD flow and the preset diversion ratio, determine a total vehicle regulation amount of each bottleneck road segment if at least one bottleneck road segment exists on the multiple critical paths, and determine, according to the total vehicle regulation amount of each bottleneck road segment, a green-to-traffic ratio of a signal lamp in a target driving direction of each controllable road segment corresponding to each bottleneck road segment, where, for an upstream controllable road segment of each bottleneck road segment, the target driving direction is a direction driving into the bottleneck road segment, and for a downstream controllable road segment of each bottleneck road segment, the target driving direction is a direction driving away from the bottleneck road segment; determining actual shunting proportions of a plurality of key paths within a preset time length starting within the time period to be predicted;

15. A computer-readable storage medium, characterized in that a computer program is stored in the storage medium, which computer program, when being executed by a processor, carries out the method steps of any one of the claims 1-13.

16. A management device comprising a processor and a memory, wherein the memory is configured to store a computer program; the processor, configured to execute the program stored in the memory, implements the method steps of any of claims 1-13.