CN111275959B - Method and device for determining vehicle running state and electronic equipment - Google Patents

Method and device for determining vehicle running state and electronic equipment Download PDF

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CN111275959B
CN111275959B CN201811478582.9A CN201811478582A CN111275959B CN 111275959 B CN111275959 B CN 111275959B CN 201811478582 A CN201811478582 A CN 201811478582A CN 111275959 B CN111275959 B CN 111275959B
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signal timing
timing strategy
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CN111275959A (en
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马万经
付涛
邹莉
俞春晖
孙伟力
龚诚
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Beijing Didi Infinity Technology and Development Co Ltd
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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
    • G08G1/0125—Traffic data processing
    • G08G1/0133—Traffic data processing for classifying traffic situation
    • 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles

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Abstract

The application provides a method and a device for determining a vehicle running state and electronic equipment, wherein the method for determining the vehicle running state comprises the following steps: acquiring vehicle track data of each traffic flow at a target intersection under an actual signal timing strategy; the vehicle track data is the corresponding relation between distance information and time information between a vehicle and a corresponding parking line; determining the vehicle running state of the target intersection under a new signal timing strategy based on the acquired vehicle track data; wherein the new signal timing strategy is different from the actual signal timing strategy in cycle duration and/or green signal ratio. According to the method and the device, the driving state of the vehicle under the new signal timing strategy can be determined based on the traffic flow track data under the actual signal timing strategy, the prediction mode is accurate and reliable, and guidance is provided for signal control optimization of the single-point intersection.

Description

Method and device for determining vehicle running state and electronic equipment
Technical Field
The application relates to the technical field of traffic supervision, in particular to a method and a device for determining a vehicle running state and electronic equipment.
Background
Along with more and more vehicles driving on roads, the management and control pressure of vehicles at intersections is higher and higher. The signal control quality of the single-point intersection determines the traffic capacity and the service level of the intersection. Therefore, the signal timing strategy (including the period duration of the signal and the duration of the traffic lights in each period) of the intersection is particularly important, and the driving state (namely, the number of parking times is reduced, the parking waiting time is reduced, and the like) of the vehicle passing through the intersection is optimized through a signal control mode under the signal timing strategy.
When the signal timing strategy is changed, the running state of the vehicle is correspondingly changed, so that if the corresponding running state of the vehicle can be predicted after the signal timing strategy is changed, effective and reasonable support can be provided for optimization of the signal timing strategy. However, in the prior art, vehicle running track data is generally collected under a current signal timing strategy, so as to predict the vehicle running state of an intersection at a future time interval under the signal timing strategy, and the vehicle running state cannot be effectively predicted when the signal timing strategy is changed.
Disclosure of Invention
In view of the above, an object of the embodiments of the present application is to provide a method and an apparatus for determining a vehicle driving state, and an electronic device, which are capable of determining a vehicle driving state at a new time based on traffic flow trajectory data at an actual time and have high reliability.
According to an aspect of the present application, there is provided a method of determining a driving state of a vehicle, the method including: acquiring vehicle track data of each traffic flow at a target intersection under an actual signal timing strategy; the vehicle track data is the corresponding relation between distance information and time information between a vehicle and a corresponding parking line; determining the vehicle running state of the target intersection under a new signal timing strategy based on the acquired vehicle track data; wherein the new signal timing strategy is different from the actual signal timing strategy in cycle duration and/or green signal ratio.
In some embodiments, the step of obtaining vehicle trajectory data for each flow at the target intersection under the actual signal timing strategy includes: acquiring positioning data of vehicles entering a detection range of a target intersection; the positioning data comprises an actual position of the vehicle and a time corresponding to the actual position; and generating vehicle track data of each traffic flow according to the acquired positioning data of the vehicles and the stop line position of each traffic flow.
In some embodiments, the step of generating vehicle trajectory data for each flow according to the acquired positioning data of the vehicle and the stop line position of each flow comprises:
determining the driving direction of the vehicle according to the positioning data of each vehicle;
taking vehicles in the same driving direction as a traffic flow;
and for the positioning data of the vehicle in each traffic flow, calculating the distance between the vehicle and the stop line position according to the actual position in the positioning data and the stop line position of the traffic flow, and associating the distance with the time information in the positioning data to obtain the vehicle track data of the traffic flow.
In some embodiments, the step of obtaining positioning data for vehicles within detection range of the intersection may be preceded by the method further comprising: and determining the detection range and the traffic flow direction of the target intersection and the position of a stop line corresponding to each traffic flow direction through the road network map.
In some embodiments, the step of determining the vehicle driving state of the intersection under the new signal timing strategy based on the acquired vehicle trajectory data comprises: for the acquired vehicle track data of each traffic flow, according to time information in the vehicle track data, the vehicle track data of the same traffic flow is superposed to the same period of the actual signal timing strategy; generating track characteristic data of vehicles in the same traffic flow according to the superimposed vehicle track data of the same traffic flow; wherein the trajectory feature data comprises: time information of the vehicle entering and leaving the detection range of the target intersection, time information of the vehicle stopping and time of the vehicle passing through a stop line; and determining the vehicle running state of the vehicle at the target intersection under a new signal timing strategy according to the track characteristic data of the vehicle.
In some embodiments, the step of generating trajectory feature data of vehicles in the same superimposed traffic stream according to the vehicle trajectory data of the same traffic stream includes: drawing the vehicle track data of the same superimposed traffic flow in a pre-established coordinate system; the horizontal axis of the coordinate system represents a time point in one period of the actual signal timing strategy, the vertical axis represents the distance between a vehicle and a parking line, a straight line passing through the 0 point of the vertical axis and parallel to the horizontal axis is the parking line, and the parking line further identifies the signal lamp starting time period in the actual signal timing strategy; for a connecting line formed by vehicle track data of each vehicle in the coordinate system, determining an abscissa of an intersection point of the connecting line and a horizontal axis as a time point when the vehicle enters a detection range of the target intersection, determining an abscissa of an intersection point of the connecting line and a stop line as a time point when the vehicle passes through the stop line, determining a maximum value of the abscissas in the connecting line as a time point when the vehicle leaves the detection range of the target intersection, and determining an abscissa corresponding to a line segment parallel to the horizontal axis in the connecting line as a time period when the vehicle stops.
In some embodiments, the step of determining the vehicle driving state of the vehicle at the intersection under the new signal timing strategy based on the trajectory characteristic data of the vehicle comprises: judging whether the vehicle is a vehicle with a parking track or not according to the time information of vehicle parking in the track characteristic data of the vehicle; if so, determining the running state of the vehicle under the new signal timing strategy according to the green signal ratio and the cycle duration which respectively correspond to the new signal timing strategy and the actual signal timing strategy; if not, acquiring redundant emptying time corresponding to the actual signal timing strategy, and determining the running state of the vehicle under the new signal timing strategy based on the redundant emptying time and the green signal ratio and the cycle duration respectively corresponding to the new signal timing strategy and the actual signal timing strategy; wherein the redundant purge time represents a limit time to reduce the green light duration.
In some embodiments, the step of determining whether the vehicle is a vehicle with a parking track according to the time information of the vehicle parking in the track characteristic data of the vehicle includes: determining the parking duration according to the vehicle parking time information in the trajectory characteristic data of the vehicle; if the parking duration is greater than a preset first value, determining that the vehicle is a vehicle with a parking track; and if the parking duration is less than or equal to the first value, determining that the vehicle is a vehicle without a parking track.
In some embodiments, the step of determining the driving state of the vehicle under the new signal timing strategy according to the green signal ratio and the cycle duration respectively corresponding to the new signal timing strategy and the actual signal timing strategy comprises: judging whether the track characteristic data of the vehicle meets a first constraint condition, wherein the first constraint condition is as follows:
Figure BDA0001892233940000041
wherein, giFor the split of the new signal timing strategy,
Figure BDA0001892233940000042
is the period count value under the actual signal timing strategy,
Figure BDA0001892233940000043
for the split of the actual signal timing strategy,
Figure BDA0001892233940000044
the duration of the first stop of the strategy is timed for the actual signal,
Figure BDA0001892233940000045
setting the duration of the second stop under the actual signal timing strategy; c0Setting the period duration of the actual signal timing strategy as i as a traffic flow identifier and j as a vehicle identifier; if yes, determining the time point when the vehicle passes through the stop line without stopping at the target intersection under the new signal timing strategy
Figure BDA0001892233940000046
Figure BDA0001892233940000047
The time point when the vehicle passes through the stop line under the actual signal timing strategy is given; if not, determining the time point when the vehicle passes through the target intersection and passes through the stop line under the new signal timing strategy
Figure BDA0001892233940000048
Figure BDA0001892233940000049
Total length of parking time
Figure BDA00018922339400000410
Number of stops pij＝θij+1, parking position
Figure BDA00018922339400000411
Wherein, deltaijThe value is the cycle count value under the new signal timing strategy, and C is the cycle duration of the new signal timing strategy; if the vehicle does not stop for the second time under the actual signal timing strategy, theta ij0; if a secondary stop, θij＝1；
Figure BDA00018922339400000412
And the position of the vehicle for the first time under the actual signal timing strategy is determined.
In some embodiments, the step of obtaining the redundant clearing time corresponding to the actual signal timing strategy includes: setting redundant clearing time corresponding to the actual signal timing strategy
Figure BDA00018922339400000413
Figure BDA00018922339400000414
Wherein, tau is a preset discount coefficient, TiFor parked vehicles collected under actual signal timing strategy
Figure BDA00018922339400000415
Maximum value of (2).
In some embodiments, the step of determining the driving state of the vehicle under the new signal timing strategy based on the redundant clearing time and the green ratio and the cycle duration respectively corresponding to the new signal timing strategy and the actual signal timing strategy comprises: judging whether the track characteristic data of the vehicle meets a second constraint condition, wherein the second constraint condition is as follows:
Figure BDA0001892233940000051
wherein the content of the first and second substances,
Figure BDA0001892233940000052
redundant clearing time corresponding to the actual signal timing strategy is obtained; if yes, determining the time point when the vehicle passes through the stop line without stopping at the target intersection under the new signal timing strategy
Figure BDA0001892233940000053
If not, determining the time point when the vehicle passes through the target intersection and passes through the stop line under the new signal timing strategy
Figure BDA0001892233940000054
Figure BDA0001892233940000055
Total length of parking time
Figure BDA0001892233940000056
Number of stops pij＝θij+1, parking position
Figure BDA0001892233940000057
Wherein v isijThe running speed of the vehicle at the target intersection under the actual signal timing strategy; and K is the slope of the evanescent wave corresponding to the vehicle track data under the actual signal timing strategy.
In some embodiments, the method further comprises: judging whether the new signal timing strategy is reasonable or not according to the vehicle running state of each traffic flow of the target intersection under the new signal timing strategy; and if the signal timing strategy is reasonable, adjusting the actual signal timing strategy according to the new signal timing strategy.
In some embodiments, the step of determining whether the new signal timing strategy is reasonable according to the vehicle driving state of each traffic flow at the target intersection under the new signal timing strategy comprises: and if the parking duration of the target intersection in the vehicle driving state of each traffic flow under the new signal timing strategy is less than the set duration, determining whether the new signal timing strategy is reasonable.
According to another aspect of the present application, there is provided a vehicle running state determination apparatus including:
the data acquisition module is used for acquiring vehicle track data of each traffic flow at the target intersection under an actual signal timing strategy; the vehicle track data is the corresponding relation between distance information and time information between a vehicle and a corresponding parking line;
the state determination module is used for determining the vehicle running state of the target intersection under a new signal timing strategy based on the acquired vehicle track data; wherein the new signal timing strategy is different from the actual signal timing strategy in cycle duration and/or green signal ratio.
In some embodiments, the data acquisition module comprises: the positioning data acquisition module is used for acquiring the positioning data of the vehicles entering the detection range of the target intersection; the positioning data comprises an actual position of the vehicle and a time corresponding to the actual position; and the track data generation module is used for generating vehicle track data of each traffic flow according to the acquired positioning data of the vehicle and the stop line position of each traffic flow.
In some embodiments, the trajectory data generation module is further configured to: determining the driving direction of the vehicle according to the positioning data of each vehicle; taking vehicles in the same driving direction as a traffic flow; and for the positioning data of the vehicle in each traffic flow, calculating the distance between the vehicle and the stop line position according to the actual position in the positioning data and the stop line position of the traffic flow, and associating the distance with the time information in the positioning data to obtain the vehicle track data of the traffic flow.
In some embodiments, the apparatus further comprises: and the environment determination module is used for determining the detection range and the traffic flow direction of the target intersection and the position of a stop line corresponding to each traffic flow direction through the road network map.
In some embodiments, the state determination module further comprises: the track data superposition module is used for superposing the vehicle track data of the same traffic flow to the same period of the actual signal timing strategy according to the time information in the vehicle track data for the acquired vehicle track data of each traffic flow; the characteristic data generation module is used for generating the track characteristic data of the vehicles in the same traffic flow according to the superimposed vehicle track data of the same traffic flow; wherein the trajectory feature data comprises: time information of the vehicle entering and leaving the detection range of the target intersection, time information of the vehicle stopping and time of the vehicle passing through a stop line; and the state determination submodule is used for determining the vehicle running state of the vehicle at the target intersection under a new signal timing strategy according to the trajectory characteristic data of the vehicle.
In some embodiments, the feature data generation module is further configured to: drawing the vehicle track data of the same superimposed traffic flow in a pre-established coordinate system; the horizontal axis of the coordinate system represents a time point in one period of the actual signal timing strategy, the vertical axis represents the distance between a vehicle and a parking line, a straight line passing through the 0 point of the vertical axis and parallel to the horizontal axis is the parking line, and the parking line further identifies the signal lamp starting time period in the actual signal timing strategy; for a connecting line formed by vehicle track data of each vehicle in the coordinate system, determining an abscissa of an intersection point of the connecting line and a horizontal axis as a time point when the vehicle enters a detection range of the target intersection, determining an abscissa of an intersection point of the connecting line and a stop line as a time point when the vehicle passes through the stop line, determining a maximum value of the abscissas in the connecting line as a time point when the vehicle leaves the detection range of the target intersection, and determining an abscissa corresponding to a line segment parallel to the horizontal axis in the connecting line as a time period when the vehicle stops.
In some embodiments, the status determination submodule is further configured to: judging whether the vehicle is a vehicle with a parking track or not according to the time information of vehicle parking in the track characteristic data of the vehicle; if so, determining the running state of the vehicle under the new signal timing strategy according to the green signal ratio and the cycle duration which respectively correspond to the new signal timing strategy and the actual signal timing strategy; if not, acquiring redundant emptying time corresponding to the actual signal timing strategy, and determining the running state of the vehicle under the new signal timing strategy based on the redundant emptying time and the green signal ratio and the cycle duration respectively corresponding to the new signal timing strategy and the actual signal timing strategy; wherein the redundant purge time represents a limit time to reduce the green light duration.
In some embodiments, the status determination submodule is further configured to: determining the parking duration according to the vehicle parking time information in the trajectory characteristic data of the vehicle; if the parking duration is greater than a preset first value, determining that the vehicle is a vehicle with a parking track; and if the parking duration is less than or equal to the first value, determining that the vehicle is a vehicle without a parking track.
In some embodiments, the status determination submodule is further configured to: judging whether the track characteristic data of the vehicle meets a first constraint condition, wherein the first constraint condition is as follows:
Figure BDA0001892233940000071
wherein, giFor the split of the new signal timing strategy,
Figure BDA0001892233940000072
is the period count value under the actual signal timing strategy,
Figure BDA0001892233940000073
for the split of the actual signal timing strategy,
Figure BDA0001892233940000081
the duration of the first stop of the strategy is timed for the actual signal,
Figure BDA0001892233940000082
setting the duration of the second stop under the actual signal timing strategy; c0I is the period duration of the actual signal timing strategy, i is the traffic flow identifier,j is a vehicle identification; if yes, determining the time point when the vehicle passes through the stop line without stopping at the target intersection under the new signal timing strategy
Figure BDA0001892233940000083
Figure BDA0001892233940000084
The time point when the vehicle passes through the stop line under the actual signal timing strategy is given; if not, determining the time point when the vehicle passes through the target intersection and passes through the stop line under the new signal timing strategy
Figure BDA0001892233940000085
Total length of parking time
Figure BDA0001892233940000086
Number of stops pij＝θij+1, parking position
Figure BDA0001892233940000087
Wherein, deltaijThe value is the cycle count value under the new signal timing strategy, and C is the cycle duration of the new signal timing strategy; if the vehicle does not stop for the second time under the actual signal timing strategy, theta ij0; if a secondary stop, θij＝1；
Figure BDA0001892233940000088
And the position of the vehicle for the first time under the actual signal timing strategy is determined.
In some embodiments, the status determination submodule is further configured to: setting redundant clearing time corresponding to the actual signal timing strategy
Figure BDA0001892233940000089
Figure BDA00018922339400000810
Wherein, tau is a preset discount coefficient, TiFor parked vehicles collected under actual signal timing strategy
Figure BDA00018922339400000811
Maximum value of (2).
In some embodiments, the status determination submodule is further configured to: judging whether the track characteristic data of the vehicle meets a second constraint condition, wherein the second constraint condition is as follows:
Figure BDA00018922339400000812
wherein the content of the first and second substances,
Figure BDA00018922339400000813
redundant clearing time corresponding to the actual signal timing strategy is obtained; if yes, determining the time point when the vehicle passes through the stop line without stopping at the target intersection under the new signal timing strategy
Figure BDA00018922339400000814
If not, determining the time point when the vehicle passes through the target intersection and passes through the stop line under the new signal timing strategy
Figure BDA0001892233940000091
Total length of parking time
Figure BDA0001892233940000092
Figure BDA0001892233940000093
Number of stops pij＝θij+1, parking position
Figure BDA0001892233940000094
Wherein v isijThe running speed of the vehicle at the target intersection under the actual signal timing strategy; and K is the slope of the evanescent wave corresponding to the vehicle track data under the actual signal timing strategy.
In some embodiments, the apparatus further comprises: the timing strategy judgment and adjustment module is used for judging whether the new signal timing strategy is reasonable or not according to the vehicle running state of each traffic flow of the target intersection under the new signal timing strategy; and if the signal timing strategy is reasonable, adjusting the actual signal timing strategy according to the new signal timing strategy.
In some embodiments, the timing policy decision adjustment module is further configured to: and if the parking duration of the target intersection in the vehicle driving state of each traffic flow under the new signal timing strategy is less than the set duration, determining whether the new signal timing strategy is reasonable.
According to another aspect of the present application, an electronic device is provided that may include one or more storage media and one or more processors in communication with the storage media. One or more storage media store machine-readable instructions executable by a processor. When the electronic device is operated, the processor is communicated with the storage medium through the bus, and the processor executes the machine readable instructions to execute the steps of one or more of the vehicle driving state determination methods.
According to another aspect of the present application, there is provided a computer-readable storage medium having stored thereon a computer program which, when being executed by a processor, performs the steps of the method of determining one or more driving states of a vehicle as described above.
According to the method and the device for determining the vehicle running state, vehicle track data of each traffic flow at a target intersection under an actual signal timing strategy is obtained; the vehicle track data is the corresponding relation between distance information and time information between a vehicle and a corresponding parking line, how the vehicle passes through the target intersection under an actual timing strategy can be reflected, and then the vehicle running state of the target intersection under a new signal timing strategy is determined based on the acquired vehicle track data. In this way, the vehicle running state under the new signal timing strategy can be reasonably determined based on the vehicle trajectory data under the actual signal timing strategy in combination with the difference between the time period and/or the split between the new signal timing strategy and the actual signal timing strategy, for example, if the current vehicle trajectory data reflects a long-time parking waiting phenomenon when the vehicle passes through a target intersection, if the split in the new signal timing strategy is greater than the split of the actual signal timing strategy, the parking waiting time of the vehicle under the new signal timing strategy is shortened, and the traffic efficiency of the vehicle in the traffic direction corresponding to the vehicle is improved. Therefore, the method and the device for determining the vehicle running state can reasonably predict the running state of each vehicle under the new signal timing strategy, provide powerful data support for subsequently evaluating the feasibility of the new signal timing strategy, and have high practical value.
In order to make the aforementioned objects, features and advantages of the embodiments of the present application more comprehensible, embodiments accompanied with figures are described in detail below.
Drawings
To more clearly explain the technical solutions of the embodiments of the present application, the drawings that are required to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained from the drawings without inventive effort.
Fig. 1 is a block diagram illustrating a vehicle driving state determination system according to an embodiment of the present application;
fig. 2 is a flowchart illustrating a method for determining a driving state of a vehicle according to an embodiment of the present application;
fig. 3 is a flowchart illustrating another method for determining a driving state of a vehicle according to an embodiment of the present application;
FIG. 4 illustrates a coordinate diagram of vehicle trajectory data provided by an embodiment of the present application;
fig. 5 is a schematic diagram illustrating an actual signal timing strategy provided by an embodiment of the present application;
FIG. 6 is a schematic diagram illustrating a trajectory change of a vehicle with a parking trajectory when a split ratio is increased according to an embodiment of the present application;
FIG. 7 is a schematic diagram illustrating a trajectory change of a vehicle with a parking trajectory when a split ratio is decreased according to an embodiment of the present application;
FIG. 8 is a schematic diagram illustrating the redundant clearing time without parking trajectory provided by an embodiment of the present application;
FIG. 9 is a schematic diagram illustrating the determination of queuing positions under a new signal timing strategy by a no-parking track provided by an embodiment of the application;
fig. 10 is a schematic diagram illustrating a vehicle driving state determination apparatus according to an embodiment of the present application;
fig. 11 is a schematic diagram illustrating another vehicle driving state determination apparatus provided in the embodiment of the present application;
fig. 12 shows a schematic diagram of an electronic device provided in an embodiment of the present application.
Detailed Description
In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it should be understood that the drawings in the present application only serve for the purpose of illustration and description and are not intended to limit the scope of protection of the present application. Additionally, it should be understood that the schematic drawings are not necessarily drawn to scale. The flowcharts used in this application illustrate operations implemented according to some embodiments of the present application. It should be understood that the operations of the flow diagrams may be performed out of order, and steps without logical context may be performed in reverse order or simultaneously. One skilled in the art, under the guidance of this application, may add one or more other operations to, or remove one or more operations from, the flowchart.
In addition, the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. The components of the embodiments of the present application, generally described and illustrated in the figures herein, can be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, as presented in the figures, is not intended to limit the scope of the claimed application, but is merely representative of selected embodiments of the application. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present application without making any creative effort, shall fall within the protection scope of the present application.
To enable those skilled in the art to utilize the present disclosure, the following embodiments are presented in conjunction with a specific application scenario, "intersection monitoring system". It will be apparent to those skilled in the art that the general principles defined herein may be applied to other embodiments and applications without departing from the spirit and scope of the application. Although the present application is described primarily with respect to intersection vehicle travel state prediction, it should be understood that this is merely one exemplary embodiment. The method and the system can be applied to any other service system which can perform traffic data acquisition and traffic supervision functions. Applications of the system or method of the present application may include web pages, plug-ins for browsers, client terminals, customization systems, internal analysis systems, or artificial intelligence robots, among others, or any combination thereof.
It should be noted that the term "comprising" will be used in the embodiments of the present application to indicate the presence of the features stated hereinafter, but does not exclude the addition of further features.
Fig. 1 is a block diagram of a vehicle driving state determination system according to an embodiment of the present application. For example, the vehicle driving state determination system may include one or more of the server 110, the network 120, the data collection terminal 130, the signal timing terminal 140, and the database 150, and the server 110 may include a processor for executing instruction operations.
In some embodiments, the server 110 may be a single server or a group of servers. The set of servers can be centralized or distributed (e.g., the servers 110 can be a distributed system). In some embodiments, the server 110 may be local or remote to the terminal. For example, server 110 may access information and/or data stored in data collection terminal 130 (e.g., a tachograph or mobile terminal (e.g., a smartphone, etc.)), signal timing terminal 140, or database 150, or any combination thereof via network 120. As another example, the server 110 may be directly connected to at least one of the data acquisition terminal 130, the signal timing terminal 140, and the database 150 to access stored information and/or data. In some embodiments, the server 110 may be implemented on a cloud platform; by way of example only, the cloud platform may include a private cloud, a public cloud, a hybrid cloud, a community cloud (community cloud), a distributed cloud, an inter-cloud, a multi-cloud, and the like, or any combination thereof.
In some embodiments, the server 110 may include a processor. The processor may process information and/or data related to the service request to perform one or more of the functions described herein. For example, the processor may perform the analysis based on data obtained from the data collection terminal 130. In some embodiments, a processor may include one or more processing cores (e.g., a single-core processor (S) or a multi-core processor (S)). Merely by way of example, a Processor may include a Central Processing Unit (CPU), an Application Specific Integrated Circuit (ASIC), an Application Specific Instruction Set Processor (ASIP), a Graphics Processing Unit (GPU), a Physical Processing Unit (PPU), a Digital Signal Processor (DSP), a Field Programmable Gate Array (FPGA), a Programmable Logic Device (PLD), a controller, a microcontroller Unit, a Reduced Instruction Set computer (Reduced Instruction Set computer), a microprocessor, or the like, or any combination thereof.
Network 120 may be used for the exchange of information and/or data. In some embodiments, one or more components in the vehicle driving state determination system may send information and/or data to other components. In some embodiments, the network 120 may be any type of wired or wireless network, or combination thereof. Merely by way of example, Network 130 may include a wired Network, a Wireless Network, a fiber optic Network, a telecommunications Network, an intranet, the internet, a Local Area Network (LAN), a Wide Area Network (WAN), a Wireless Local Area Network (WLAN), a WLAN, a Metropolitan Area Network (MAN), a Wide Area Network (WAN), a Public Switched Telephone Network (PSTN), a bluetooth Network, a ZigBee Network, a Near Field Communication (NFC) Network, or the like, or any combination thereof. In some embodiments, network 120 may include one or more network access points. For example, the network 120 may include wired or wireless network access points, such as base stations and/or network switching nodes, through which one or more components of the vehicle driving state determination system may connect to the network 120 to exchange data and/or information.
Database 150 may store data and/or instructions. In some embodiments, database 150 may store data obtained from data acquisition terminal 130 and/or signal timing terminal 140. In some embodiments, database 150 may store data and/or instructions for the exemplary methods described herein.
Based on the above system, fig. 2 provides a flowchart of a method for determining a vehicle driving state, which may be applied to the above server, such as a server in a traffic monitoring platform system, wherein the vehicle driving state may include one or more of information of a speed of driving, a number of times of parking during driving, a duration of parking during driving, a distance between a driving location and a parking line, and a time when parking occurs. Referring to fig. 2, the method specifically includes the following steps:
step S202, vehicle track data of each traffic flow at the target intersection under an actual signal timing strategy is acquired.
During specific implementation, a plurality of traffic streams are provided at the target intersection, the server needs to respectively acquire vehicle track data of each traffic stream under an actual signal timing strategy, and there are various specific ways of acquiring the vehicle track data, for example, vehicle track data is acquired by analyzing based on positioning data of a vehicle, or vehicle track data is acquired by analyzing a video image, and the like, which is not specifically limited herein.
The vehicle track data is the corresponding relation between the distance information between the vehicle and the corresponding parking space and the time information. The vehicle track data contains the space-time information of the whole process of the vehicle passing through the intersection, so that parameters such as the parking queuing position, the parking times and the time of passing through the intersection of the vehicle can be directly obtained, the acceleration and deceleration process of the vehicle is omitted, and the delay can be estimated from the parking queuing waiting time of the vehicle.
And step S204, determining the vehicle running state of the target intersection under the new signal timing strategy based on the acquired vehicle track data.
Wherein the period duration and/or the green signal ratio of the new signal timing strategy is different from the actual signal timing strategy. The split ratio is the proportion of time available for traffic to pass during a period of traffic lights. I.e. the ratio of the effective green time of a certain phase to the period duration. According to the embodiment, the change of the running state of the original track can be reasonably predicted according to the new signal timing strategy by combining the actual signal timing strategy and the new signal timing strategy for each traffic flow direction. Namely, the vehicle running state of each traffic flow vehicle under the new signal timing strategy is determined based on the acquired vehicle track data of each traffic flow under the actual signal timing strategy.
The vehicle track data can be divided into a track with parking and a track without parking before the intersection, and the embodiment can also respectively predict the vehicle running state aiming at the two tracks, thereby calculating traffic parameters such as queuing positions, parking times, time passing through a parking line, delay and the like of the vehicles under a new signal timing strategy of the two tracks, and providing powerful support for evaluation and optimization of a signal control scheme.
According to the method for determining the vehicle running state, vehicle track data of each traffic flow at a target intersection under an actual signal timing strategy is acquired; the vehicle track data is the corresponding relation between distance information and time information between a vehicle and a corresponding parking line, how the vehicle passes through the target intersection under an actual timing strategy can be reflected, and then the vehicle running state of the target intersection under a new signal timing strategy is determined based on the acquired vehicle track data. In this way, the vehicle running state under the new signal timing strategy can be reasonably determined based on the vehicle trajectory data under the actual signal timing strategy in combination with the difference between the time period and/or the split between the new signal timing strategy and the actual signal timing strategy, for example, if the current vehicle trajectory data reflects a long-time parking waiting phenomenon when the vehicle passes through a target intersection, if the split in the new signal timing strategy is greater than the split of the actual signal timing strategy, the parking waiting time of the vehicle under the new signal timing strategy is shortened, and the traffic efficiency of the vehicle in the traffic direction corresponding to the vehicle is improved. Therefore, the method and the device for determining the vehicle running state can reasonably predict the running state of each vehicle under the new signal timing strategy, provide powerful data support for subsequently evaluating the feasibility of the new signal timing strategy, and have high practical value.
In order to reduce the predicted investment cost, improve the data reliability and simplify the data analysis process, the present embodiment provides another method for determining a driving state of a vehicle, which is shown in a flowchart of another method for determining a driving state of a vehicle shown in fig. 3, and the method specifically includes the following steps:
step S302, determining the detection range and the traffic flow direction of the target intersection and the position of a stop line corresponding to each traffic flow direction through the road network map.
The geometric data of the target intersection is obtained through a road network graph (such as the road network graph with position information), the geometric data comprises the detection range of the target intersection, the traffic direction, the position of a stop line corresponding to each traffic direction and the like, and the obtained data are simple and reliable.
The detection range may be set based on the center of the target intersection, for example, the detection range of the target intersection is the area covered by a circle with a radius of a specified length (for example, any value in the range of 20m to 35 m) with the center of the target intersection as the center of the circle; in addition to this, the detection range of each lane may be set specifically for the number of lanes (i.e., the traffic flow direction) at the target intersection, for example, lane a is a detection range of lane a in an area 25m away from both sides of the stop line of lane a, and the remaining lanes are similar. The detection range may be represented by longitude and latitude coordinates, or may be represented by a distance from the center of the target intersection or a stop line, which is not limited in the embodiment of the present application.
The positions of the stop lines corresponding to the traffic flow direction and each traffic flow direction are determined based on the actual lane dividing mode of the target intersection and the marking position of the stop line.
Step S304, acquiring the positioning data of the vehicles entering the detection range of the target intersection. Wherein the positioning data comprises an actual position of the vehicle and a time corresponding to the actual position.
The positioning data of the vehicles can be obtained from data acquisition terminals on the vehicles or from a third-party data center, the positioning data of the vehicles entering the detection range of the target intersection are screened out from the obtained positioning data of the vehicles, and the positioning data can be used as an object for follow-up research and analysis, so that redundant data can be effectively removed, and unnecessary calculation amount is reduced.
And S306, generating vehicle track data of each traffic flow according to the acquired positioning data of the vehicles and the stop line position of each traffic flow.
In consideration of reliability and simplicity of data processing, in this embodiment, the process of generating the vehicle trajectory data of each traffic flow according to the acquired positioning data of the vehicle and the stop line position of each traffic flow specifically includes the following steps:
(1) and determining the driving direction of the vehicle according to the positioning data of each vehicle.
(2) The vehicles in the same driving direction are used as a traffic flow.
(3) And for the positioning data of the vehicle in each traffic flow, calculating the distance between the vehicle and the stop line position according to the actual position in the positioning data and the stop line position of the traffic flow, and associating the distance with the time information in the positioning data to obtain the vehicle track data of the traffic flow.
In practical application, the driving directions of the vehicles are determined according to the positioning data of the vehicles, and the vehicles in the same driving direction are used as a traffic flow. Each traffic flow corresponds to a unique number, each time interval has the same signal control scheme (i.e., signal timing strategy), and each time interval corresponds to a number. And calculating the distance between the vehicle and the stop line position according to the actual position in the positioning data and the stop line position of the traffic flow, and associating the distance with the time information in the positioning data to obtain the vehicle track data of the traffic flow. In the embodiment, the distance in the traffic flow trajectory data is obtained based on each traffic flow and the stop line of the traffic flow, and the implementation mode is reasonable and simple.
In order to simplify the data analysis process, in this embodiment, the vehicle trajectories under an actual signal timing strategy are all superimposed into the same period, so that the studies of multiple periods are unified into the study of data in one period, and the method for determining the vehicle driving state may further include the following steps:
and step S308, for the acquired vehicle track data of each traffic flow, according to the time information in the vehicle track data, the vehicle track data of the same traffic flow is superposed into the same period of the actual signal timing strategy.
Each piece of detected trajectory data represents the trajectory that arrives at this position of the cycle, and not itself. For the fixed signal timing strategy, the trajectory data after superposition of a plurality of periods can reflect the running state of all vehicles in one period, so that it is reasonable to use the detected trajectory data to represent the trajectory reached at the position.
Step S310, according to the superimposed vehicle track data of the same traffic flow, track characteristic data of the vehicles in the traffic flow is generated.
Wherein the trajectory feature data comprises: time information of the vehicle entering and leaving the detection range of the target intersection, time information of the vehicle stopping, and time of the vehicle passing the stop line. Such as: 7 feature points of the trajectory passing through the intersection are extracted, namely, a point at which the vehicle first appears within the range of the section under study, a point at which the first stop is started, a point at which the first stop is left, a point at which the second stop is started, a point at which the second stop is left, a point passing through the stop line, and a point 30m after passing through the stop line (i.e., a departure detection range).
And step S312, determining the vehicle running state of the vehicle at the target intersection under the new signal timing strategy according to the trajectory characteristic data of the vehicle.
The data superposition mode simplifies the data analysis process on one hand, and determines the vehicle running state under a new signal timing strategy more reasonably by adopting the track characteristics on the other hand.
For each track vehicle, traffic parameters such as delay, queuing position, parking times and time of passing through the intersection in the process of passing through the intersection can be obtained through track data calculation. The vehicle track data contains the space-time information of the whole process of the vehicle passing through the intersection, so that parameters such as the parking queuing position, the parking times and the time of passing through the intersection of the vehicle can be directly obtained, the acceleration and deceleration process of the vehicle is omitted, and the delay can be estimated from the parking queuing waiting time of the vehicle.
The operating state of a tracked vehicle passing through an intersection may be expressed in terms of mathematical formulas. In general, when a vehicle travels near a stop line at a certain speed, the vehicle undergoes a process of decelerating and stopping the vehicle and then accelerating the vehicle to start passing through an intersection, and if the intersection is oversaturated, the vehicle stops for the second time. These processes can be described by information of the queuing position, the number of times of parking, the parking time, the time of leaving the intersection, etc. of the vehicle, and these traffic parameters can be expressed by mathematical expressions.
In a preferred embodiment, the generating of the trajectory feature data of the vehicles in the same superimposed traffic flow according to the vehicle trajectory data of the same traffic flow includes:
drawing the vehicle track data of the same superimposed traffic flow in a pre-established coordinate system; the horizontal axis of the coordinate system represents a time point in one period of an actual signal timing strategy, the vertical axis represents the distance between a vehicle and a parking line, a straight line passing through the 0 point of the vertical axis and parallel to the horizontal axis is the parking line, and the parking line also identifies the starting time period of a signal lamp in the actual signal timing strategy; for a connecting line formed by vehicle track data of each vehicle in a coordinate system, determining an abscissa of an intersection point of the connecting line and a horizontal axis as a time point when the vehicle enters a detection range of a target intersection, determining an abscissa of an intersection point of the connecting line and a stop line as a time point when the vehicle passes through the stop line, determining a maximum value of the abscissas in the connecting line as a time point when the vehicle leaves the detection range of the target intersection, and determining an abscissa corresponding to a line segment parallel to the horizontal axis in the connecting line as a time period when the vehicle stops.
Referring to the coordinate diagram of the vehicle trajectory data shown in fig. 4, wherein a straight line passing through the 0 point on the vertical axis and parallel to the horizontal axis is a stop line, in order to more clearly show the signal timing strategy, a schematic diagram of the duration of the signal lamp is added at the stop line, and the duration is the duration of the corresponding signal lamp, as shown in fig. 4 in particular. A point a1 in fig. 4 is a point at which the vehicle a enters the detection range, the abscissa of the point indicates a point in time at which the vehicle enters the detection range, and the ordinate indicates the distance of the vehicle from the stop line 30m at the point in time. The point a2 is a point at which the vehicle stops for the first time, the point A3 is a point at which the vehicle ends the first stop, the point a4 is a point at which the vehicle passes a stop line, and the point a5 is a point at which the vehicle leaves the detection range. The abscissa and the ordinate of each point a2-a5 are similar to the abscissa and the ordinate of a1, and the straight line where B1, B2 and B3 are located is a graph of vehicle trajectory data driving of the vehicle B, and the meaning of each point is similar to that of the point corresponding to the vehicle a, and is not repeated here. The above-mentioned manner of determining the feature data by the coordinate system is simple and intuitive and is relatively easy to obtain.
The vehicle track data can be divided into two tracks of parking and non-parking in front of the intersection, so that the vehicle running states of the parking track and the non-parking track under a new signal timing strategy are respectively analyzed, and a more reasonable and accurate conclusion can be obtained. As in the steps in this embodiment, the process of determining the vehicle driving state of the vehicle at the target intersection under the new signal timing strategy according to the trajectory characteristic data of the vehicle specifically includes the following steps:
(1) and judging whether the vehicle is a vehicle with a parking track or not according to the time information of the vehicle parking in the track characteristic data of the vehicle.
Specifically, the parking duration is determined according to the vehicle parking time information in the trajectory characteristic data of the vehicle; if the parking duration is longer than a preset first value, determining that the vehicle is a vehicle with a parking track; and if the parking duration is less than or equal to the first value, determining that the vehicle is a vehicle without a parking track.
The first value is a small number, which is larger than the strict 0 range, and whether the vehicle is parked is measured by using the parking duration time less than the first value, so that whether the vehicle is actually parked can be effectively distinguished.
(2) If so (that is, the vehicle is a vehicle with a parking track, such as a vehicle a in fig. 4), determining the driving state of the vehicle under the new signal timing strategy according to the green signal ratio and the cycle duration respectively corresponding to the new signal timing strategy and the actual signal timing strategy, where the specific implementation of the step may include the following steps:
judging whether the track characteristic data of the vehicle meets a first constraint condition, wherein the first constraint condition is as follows:
Figure BDA0001892233940000201
wherein, giFor the split of the new signal timing strategy,
Figure BDA0001892233940000202
is the period count value under the actual signal timing strategy,
Figure BDA0001892233940000203
for the split of the actual signal timing strategy,
Figure BDA0001892233940000204
for the duration of the first stop under the actual signal timing strategyThe time of day is,
Figure BDA0001892233940000205
setting the duration of the second stop under the strategy for the actual signal timing; c0Setting the period duration of an actual signal timing strategy, wherein i is a traffic flow identifier, and j is a vehicle identifier;
if the first constraint condition is met, determining the time point when the vehicle passes through the stop line and does not pass through the target intersection under the new signal timing strategy
Figure BDA0001892233940000206
Figure BDA0001892233940000207
The time point when the vehicle passes through the stop line under an actual signal timing strategy is given;
if the first constraint condition is not met, determining the time point when the vehicle passes through the stop line and passes through the target intersection under the new signal timing strategy
Figure BDA0001892233940000208
Total length of parking time
Figure BDA0001892233940000209
Number of stops pij＝θij+1, parking position
Figure BDA00018922339400002010
Wherein, deltaijThe value is a cycle count value under a new signal timing strategy, and C is the cycle duration of the new signal timing strategy; if the vehicle does not stop for the second time under the actual signal timing strategy, theta ij0; if a secondary stop, θij＝1；
Figure BDA00018922339400002011
The position of the vehicle for the first time under the strategy is assigned to the actual signal.
The calculation process is a determination mode of specific running state parameters based on the green signal ratio under the new signal timing strategy for the vehicle which actually stops, and the running state of the vehicle corresponding to the new signal timing strategy can be quantitatively analyzed.
(3) If not (namely the vehicle is a vehicle without a parking track, such as a vehicle B in FIG. 4), acquiring redundant emptying time corresponding to the actual signal timing strategy, and determining the driving state of the vehicle under the new signal timing strategy based on the redundant emptying time and the green signal ratio and the cycle duration respectively corresponding to the new signal timing strategy and the actual signal timing strategy; wherein the redundant emptying time represents a limit time for reducing the duration of the green light, i.e. if the duration of the green light is reduced again, a parking waiting phenomenon will occur.
The redundant emptying time is also called redundant green time, and for a track without parking, it is uncertain how long at least the green light is turned on to drive away from the intersection parking line. If the track passes through the intersection and is not stopped, if the green light time is reduced until the track without stopping is just stopped, the reduced green light time is the redundant green light time of the track
Figure BDA0001892233940000211
Continuing to reduce the green time, the vehicle will queue up. In case of a sufficient sample size, it can always be detected when a vehicle is exactly the last vehicle in line, which has left the stop line
Figure BDA0001892233940000212
Should be greater than the time other in-line vehicles pass the stop line. Considering the influence of random fluctuation of traffic flow, the actual signal can be matched with the parking vehicle
Figure BDA0001892233940000213
Sorting from small to large, and sorting the larger
Figure BDA0001892233940000214
(e.g., maximum
Figure BDA0001892233940000215
Or the second largest
Figure BDA0001892233940000216
) As Ti. For a non-stop trajectory j, there may be some vehicles that do not stop passing through the intersection in addition to those in line, so
Figure BDA0001892233940000217
Is generally less than
Figure BDA0001892233940000218
Here, the parameter τ is introduced as a preset discount coefficient (which can take any value between 0 and 1), and the redundant emptying time is
Figure BDA0001892233940000219
The calculation formula of (c) is preferably as follows:
Figure BDA00018922339400002110
wherein, tau is a preset discount coefficient, TiFor parked vehicles collected under actual signal timing strategy
Figure BDA00018922339400002111
Maximum value of (2).
After acquiring the redundant clear time corresponding to the actual signal timing strategy, determining the driving state of the vehicle under the new signal timing strategy further based on the redundant clear time and the green signal ratio and the cycle duration respectively corresponding to the new signal timing strategy and the actual signal timing strategy, specifically comprising the following steps:
judging whether the track characteristic data of the vehicle meets a second constraint condition, wherein the second constraint condition is as follows:
Figure BDA00018922339400002112
wherein the content of the first and second substances,
Figure BDA00018922339400002113
redundant clearing time corresponding to an actual signal timing strategy is set;
if the second constraint condition is met, determining the time point when the vehicle passes through the stop line and does not pass through the target intersection under the new signal timing strategy
Figure BDA0001892233940000221
If the second constraint condition is not met, determining the time point when the vehicle passes through the stop line and passes through the target intersection under the new signal timing strategy
Figure BDA0001892233940000222
Figure BDA0001892233940000223
Total parking time dij ═ tij-tij0 × C, parking times pij ═ θ ij +1, parking position
Figure BDA0001892233940000224
Wherein v isijThe driving speed of the vehicle at the target intersection under an actual signal timing strategy; and K is the slope of the evanescent wave corresponding to the vehicle track data under the actual signal timing strategy.
The above steps are a determination manner of specific running state parameters provided by the embodiment based on the second constraint condition for the vehicle without actually stopping, and the running state of the vehicle corresponding to the new signal timing strategy can be quantitatively analyzed.
In consideration of the technical practicability, the embodiment further uses the driving state corresponding to the new signal timing strategy to determine whether the new signal timing strategy is reasonable, and specifically includes the following steps:
(1) and judging whether the new signal timing strategy is reasonable or not according to the vehicle running state of each traffic flow at the target intersection under the new signal timing strategy.
Specifically, if the parking duration of the target intersection in the vehicle driving state of each traffic flow under the new signal timing strategy is less than the set duration, the new signal timing strategy is determined to be reasonable, and the judgment mode is simple and feasible.
(2) And if the signal timing strategy is reasonable, adjusting the actual signal timing strategy according to the new signal timing strategy.
The following is a specific application example to describe in detail the steps of the method for determining the driving state of the vehicle provided in the embodiment of the present application. For ease of understanding, the relevant variables used in this example are described in table 1 below:
TABLE 1
Figure BDA0001892233940000225
Figure BDA0001892233940000231
In this embodiment, each detected vehicle trajectory represents a trajectory that arrives at this position of the cycle, such as the trajectory shown in fig. 4, and taking an example in which the detection range includes an area between 30m before the stop line and 30m after the stop line, a specific implementation manner of the method for determining the vehicle driving state is as follows:
step 1: for a target intersection, assuming that N vehicle flow directions are totally predicted at the intersection, the original signal timing strategy is
Figure BDA0001892233940000241
Each traffic flow corresponds to a unique number, each time interval has the same signal control scheme, and each time interval corresponds to a number. The signal timing data is processed by adding the following fields for each stream of signal timing data: the number of the traffic flow, the number of the time periods, the start time of the red light, the start time of the green light, the duration of the green light and the duration of the yellow light of the flow direction of the station in each period.
As shown in fig. 5, the actual signal timing strategy is assumed to include a period duration C0Green ratio of the first flow
Figure BDA0001892233940000242
And the red light start time, the green light duration and the yellow light duration in the time period corresponding to each cycle of the flow direction, based on which a signal timing chart of the first flow direction shown in fig. 5 can be generated, which plots a change over time of the color of the signal light at the position of the stop line in order to say the influence of the signal light on the trajectory of the vehicle.
Step 2: vehicle trajectory data is processed. The vehicle trajectory data in the embodiment of the present application refers to acquiring the position information of the vehicle at certain time intervals (the priority of the embodiment is not more than 5s), and connecting the position points according to the time sequence to obtain the driving trajectory of the vehicle, such as the corresponding trajectories of the vehicle a and the vehicle B shown in fig. 4. In general, when a vehicle travels near a stop line at a certain speed, the vehicle undergoes a process of decelerating and stopping the vehicle and then accelerating the vehicle to start passing through an intersection, and if the intersection is oversaturated, the vehicle stops for the second time. Ignoring the acceleration and deceleration process of the vehicle, the processing of the trajectory data may be to extract 7 feature points of the trajectory, that is, a point where the vehicle first appears in the detection range, a point where the vehicle first stops, a point where the vehicle second stops, a point passing through the stop line, and a point 30m behind the stop line, where these points are position points in the trajectory diagram, and the corresponding abscissa and ordinate have similar meanings to those of the coordinates of each point in fig. 4, and will not be described herein again.
Two pieces of trajectory data are selected from the first flow direction, and after feature point extraction, trajectories corresponding to the vehicle a and the vehicle B are assumed as shown in fig. 4. The trajectory corresponding to the vehicle a is referred to as a first trajectory, which is a trajectory with a stop, and the trajectory corresponding to the vehicle B is referred to as a second trajectory, which is a trajectory through which the vehicle passes through the intersection without stopping.
And step 3: and acquiring a new signal timing strategy, wherein the new signal timing strategy can be any one of the preset signal timing strategies, and in practical application, the vehicle running state under each new signal timing strategy can be tried to be predicted one by one.
In the embodiment of the application, the new signal timing strategy is { C, g1,g2,…,gNAnd for each traffic flow, the variation of the split ratio or the variation of the period duration affects the running state of the track, and the influence of the two types of variation on the running state of the track is calculated respectively, so that the variation of the running state of the original track can be reasonably predicted according to a new scheme.
For example, the new signal timing policy is { C, g }1,g2,…,gNFor the first flow direction, the split ratio is given by
Figure BDA0001892233940000251
Become g1The period duration is C0It becomes C.
And 4, step 4: and predicting the running state of the vehicle.
From this step, a vehicle running state prediction model can be constructed. The vehicle running track can be expressed as a functional relation between the state parameters contained in the vehicle track data and the state parameters before the change after the signal timing strategy is changed, the vehicle track data can be divided into a track with parking before an intersection (1) and a track without parking before the intersection (2), and the running states of the two types of tracks can be respectively predicted.
(1) And predicting the running state of the track with the parking.
First, the effect of the change in the duration of the green light on the parking trajectory is said. For a track with a stop, it is certain how long at least it takes to drive off the intersection stop line from the green light on. The duration of the green light is increased, the delay time (i.e., the duration of the parking) of the vehicle is decreased, when the increased value of the duration of the green light is equal to the delay time of the vehicle, the trajectory delay time is equal to 0, and if the duration of the green light is increased again, the delay time is still 0. The duration of the green light is reduced, and correspondingly, the delay of the track is also increased, and when the duration of the green light is reduced to a limit, the vehicle may need to be stopped for a second time to be able to pass through the intersection.
Second, say that the effect of cycle duration changes on parking trajectory. Under the condition that the split ratio is not changed, the period duration is increased, the proportion of the delay time of the vehicle in the period is not changed, and the distance between the queuing position (namely the parking position or the parking queuing position) and the stop line is correspondingly increased; the cycle duration is reduced, the proportion of the delay time of the vehicle in the cycle is unchanged, and the distance between the queuing position and the stop line is correspondingly reduced.
Specifically, for the change of the split ratio, if the split ratio is increased, the delay of the trajectory (r) is decreased, and if the added value of the split time is equal to the delay time of the vehicle, the delay time of the trajectory is equal to 0, and if the split time is further increased, the delay time is still 0, as shown in fig. 6, the trajectory change diagram of the vehicle with the parking trajectory when the split ratio is increased is shown, wherein a dotted line between a2 and a6 is a diagram of a part of the trajectory change after the split ratio is increased compared with an actual split strategy, and of course, fig. 6 is only a diagram, and the slope of a line segment between a1 and a2 may also be changed under the actual split strategy. If the split is decreased, the delay of the trajectory (r) is increased accordingly, as shown in fig. 7, the trajectory change of the vehicle with the parking trajectory when the split is decreased is illustrated, the duration of the decreased split is also increased, and the dashed lines between A3 to a7 and a7 to A8 in fig. 7 are illustrated as the trajectory change part after the split is decreased.
For the change of the period duration, under the condition that the green signal ratio is not changed, the period duration is increased, the proportion of the delay time of the vehicles in the period is not changed, and the distance between the queuing position and the stop line is correspondingly increased; the cycle duration is reduced, the proportion of the delay time of the vehicle in the cycle is unchanged, and the distance between the queuing position and the stop line is correspondingly reduced. Assuming that the time of reaching the detection range of the trajectory (i) and the split green ratio are not changed, the period duration of the actual signal timing strategy is not consistent with the period duration of the new signal timing strategy, for example, the period duration C of the actual signal timing strategy is equal to 120 seconds, the period duration C of the new signal timing strategy is equal to 240 seconds, and if the period durations are normalized, namely, are both C, the delay time of vehicle parking before and after the change and the time of vehicle parking through a parking line are not changed.
And (4) formulating the running state of the track with the parking after the change of the signal timing strategy. If the new signal timing strategy meets the following inequality, namely the new signal timing strategy can enable the vehicles arriving at the corresponding positions to pass through without stopping.
Figure BDA0001892233940000261
The expressions of the time, delay, parking times and queuing position when the track vehicle passes through the parking line under the new signal timing strategy are as follows:
Figure BDA0001892233940000271
dij＝0
pij＝0
lij＝0
if the new signal timing strategy satisfies the following inequality, it is said that the vehicle arriving at the corresponding position after the timing strategy is changed still needs to be parked and passed.
Figure BDA0001892233940000272
The expressions of the time, delay, parking times and queuing position when the vehicle passes through the parking line under the new signal timing strategy are as follows:
Figure BDA0001892233940000273
Figure BDA0001892233940000274
pij＝θij+1
Figure BDA0001892233940000275
variable thetaijIndicating whether the track is queued twice or not, when leaving at time tijIn the current cycle, no secondary queuing occurs, θ ij0; otherwise leaving time tijIn the next cycle, θij＝1。
Figure BDA0001892233940000276
(2) And predicting the running state of the track without stopping. For the second track, the vehicle cannot stop when the period duration is changed or the green light duration is increased, so that the influence of the reduction of the green light duration on the second track is only required. If the green time is reduced, then the trajectory is likely to have a stop, it is determined how much less will be required to have a stop, and if a stop has occurred, the queue position.
Excess emptying time (also called excess green time)
Figure BDA0001892233940000277
The determination process of (2) is as follows: as shown in fig. 8, for a trajectory without parking, which is a schematic diagram of the redundant clearing time without parking trajectory, it is uncertain how long at least to drive off the intersection stop line when the green light is turned on. If the track passes through the intersection and is not stopped, if the green light time is reduced until the track without stopping is just stopped, the reduced green light time is the redundant green light time of the track
Figure BDA0001892233940000281
If the green duration is reduced as in fig. 8, and the green time is continued to be reduced, the vehicle will be queued up.
If only one non-stop trajectory is detected within the period duration, dij(Total delay(s) of jth track of ith traffic stream after signal scheme change) from 0 to
Figure BDA0001892233940000282
Are all possible, i.e.
Figure BDA0001892233940000283
Based on the above, setting redundant clearing time corresponding to actual signal timing strategy
Figure BDA0001892233940000284
Wherein, tau is a preset discount coefficient, TiFor parked vehicles collected under actual signal timing strategy
Figure BDA0001892233940000285
Maximum value of (2).
As shown in fig. 9, the no-stop trajectory is used to determine the queuing position under the new signal timing strategy, and after the green light is turned on, the queuing vehicle will drive out of the intersection at the saturation flow rate. The saturation flow rate refers to the number of vehicles which can continuously pass through the stop line within one continuous green light duration, the number of vehicles can be obtained through calculation according to the size of the green light duration and the vehicle running speed, and the vehicle running speed can be a statistical average value or can be set according to experience. According to the theory of traffic waves, there exists an evanescent wave, which is relatively stable due to the relatively stable saturation flow rate of the traffic flow, and thus, after the vehicle trajectory data of a plurality of periods are superimposed, the existence of the evanescent wave can be said to be remarkably observed, as shown by the bolder solid line (i.e., the line connecting the stop end points of the respective trajectories) in fig. 9. In the embodiment of the application, after the signal timing strategy is changed by using the evanescent wave, if a parking track is generated under a new signal timing strategy before the change, and the queuing position is where the parking track is, taking fig. 9 as an example, a queuing position point B4 under the new signal timing strategy is an intersection point position of a line which is a green-light-over starting point and is parallel to the evanescent wave and the parking-free track.
For a track without parking, when the green light duration decreases until parking occurs, the expression of the queue position constraint at this time is:
Figure BDA0001892233940000291
if the new signal timing strategy meets the following inequality, namely the new signal timing strategy still can enable the vehicles arriving at the corresponding positions to pass through without stopping.
Figure BDA0001892233940000292
The expressions of the time, delay, parking times and queuing position when the track vehicle passes through the parking line under the new signal timing strategy are as follows:
Figure BDA0001892233940000293
dij＝0
pij＝0
lij＝0
if the new signal timing strategy meets the following inequality, the vehicle arriving at the corresponding position under the new signal timing strategy needs to be stopped to pass.
Figure BDA0001892233940000294
The expressions of the time, delay, parking times and queuing position when the track vehicle passes through the parking line under the new signal timing strategy are as follows:
Figure BDA0001892233940000295
Figure BDA0001892233940000296
pij＝θij+1
Figure BDA0001892233940000297
variable thetaijIndicating whether the track is queued twice or not, when leaving at time tijIn the current cycle, no secondary queuing occurs, θ ij0; otherwise leaving time tijIn the next cycle, θij＝1。
Figure BDA0001892233940000298
The embodiment performs the calculation process of the corresponding parameters of the vehicle running state by distinguishing the track with parking from the track without parking, and can provide effective support for evaluation and optimization of the signal timing strategy according to different vehicle track data under the actual signal timing strategy and the corresponding vehicle running state under the new signal timing strategy.
Fig. 10 is a block diagram illustrating a vehicle driving state determination device provided in an embodiment of the present application, where functions implemented by the vehicle driving state determination device correspond to steps executed by the above method. The device may be understood as the server or the processor of the server, or may be understood as a component that is independent of the server or the processor and implements the functions of the present application under the control of the server, as shown in fig. 10, the device for determining the driving state of the vehicle may include: a data acquisition module 502 and a status determination module 504.
The data acquisition module 502 is configured to acquire vehicle trajectory data of each traffic flow at a target intersection under an actual signal timing strategy; the vehicle track data is the corresponding relation between distance information and time information between a vehicle and a corresponding parking line; the state determination module 504 is used for determining the vehicle running state of the target intersection under the new signal timing strategy based on the acquired vehicle track data; wherein the period duration and/or the green signal ratio of the new signal timing strategy is different from the actual signal timing strategy.
According to the device for determining the vehicle running state, vehicle track data of each traffic flow at a target intersection under an actual signal timing strategy is acquired; the vehicle track data is the corresponding relation between distance information and time information between a vehicle and a corresponding parking line, how the vehicle passes through the target intersection under an actual timing strategy can be reflected, and then the vehicle running state of the target intersection under a new signal timing strategy is determined based on the acquired vehicle track data. In this way, the vehicle running state under the new signal timing strategy can be reasonably determined based on the vehicle trajectory data under the actual signal timing strategy in combination with the difference between the time period and/or the split between the new signal timing strategy and the actual signal timing strategy, for example, if the current vehicle trajectory data reflects a long-time parking waiting phenomenon when the vehicle passes through a target intersection, if the split in the new signal timing strategy is greater than the split of the actual signal timing strategy, the parking waiting time of the vehicle under the new signal timing strategy is shortened, and the traffic efficiency of the vehicle in the traffic direction corresponding to the vehicle is improved. Therefore, the method and the device for determining the vehicle running state can reasonably predict the running state of each vehicle under the new signal timing strategy, provide powerful data support for subsequently evaluating the feasibility of the new signal timing strategy, and have high practical value.
Fig. 11 is a block diagram showing another vehicle running state determination apparatus according to some embodiments of the present application, which includes, in addition to the data acquisition module 502 and the state determination module 504 as in fig. 10: an environment determination module 506 and a timing policy decision adjustment module 508.
The environment determining module 506 is configured to determine a detection range of the target intersection, a traffic flow direction, and a position of a stop line corresponding to each traffic flow direction through the road network map. The timing strategy judgment and adjustment module 508 is used for judging whether the new signal timing strategy is reasonable according to the vehicle running state of each traffic flow at the target intersection under the new signal timing strategy; and if the signal timing strategy is reasonable, adjusting the actual signal timing strategy according to the new signal timing strategy.
In some embodiments, the data obtaining module specifically includes: a positioning data acquiring module 5022 and a trajectory data generating module 5024. The positioning data acquiring module 5022 is used for acquiring positioning data of vehicles entering a detection range of the target intersection; the positioning data comprises an actual position of the vehicle and a time corresponding to the actual position; the trajectory data generating module 5024 is configured to generate vehicle trajectory data of each traffic flow according to the acquired positioning data of the vehicle and the stop line position of each traffic flow.
In specific implementation, the trajectory data generating module 5024 is further configured to: determining the driving direction of the vehicle according to the positioning data of each vehicle; taking vehicles in the same driving direction as a traffic flow; and for the positioning data of the vehicle in each traffic flow, calculating the distance between the vehicle and the stop line position according to the actual position in the positioning data and the stop line position of the traffic flow, and associating the distance with the time information in the positioning data to obtain the vehicle track data of the traffic flow.
In some embodiments, the state determining module 504 further includes: trajectory data overlay module 5042, feature data generation module 5044, and status determination sub-module 5046.
The trajectory data overlapping module 5042 is configured to overlap vehicle trajectory data of the same traffic flow to the same period of an actual signal timing strategy according to time information in the vehicle trajectory data for the acquired vehicle trajectory data of each traffic flow; the characteristic data generation module 5044 is configured to generate trajectory characteristic data of vehicles in the same superimposed traffic flow according to the vehicle trajectory data of the same traffic flow; wherein the trajectory feature data comprises: time information of a detection range of the vehicle entering and leaving the target intersection, time information of the vehicle stopping and time of the vehicle passing through a stop line; and the state determination submodule 5046 is used for determining the vehicle driving state of the vehicle at the target intersection under the new signal timing strategy according to the trajectory characteristic data of the vehicle.
In some embodiments, the above-described feature data generation module 5044 is further configured to: drawing the vehicle track data of the same superimposed traffic flow in a pre-established coordinate system; the horizontal axis of the coordinate system represents a time point in one period of an actual signal timing strategy, the vertical axis represents the distance between a vehicle and a parking line, a straight line passing through the 0 point of the vertical axis and parallel to the horizontal axis is the parking line, and the parking line also identifies the starting time period of a signal lamp in the actual signal timing strategy; for a connecting line formed by vehicle track data of each vehicle in a coordinate system, determining an abscissa of an intersection point of the connecting line and a horizontal axis as a time point when the vehicle enters a detection range of a target intersection, determining an abscissa of an intersection point of the connecting line and a stop line as a time point when the vehicle passes through the stop line, determining a maximum value of the abscissas in the connecting line as a time point when the vehicle leaves the detection range of the target intersection, and determining an abscissa corresponding to a line segment parallel to the horizontal axis in the connecting line as a time period when the vehicle stops.
In some embodiments, the status determination sub-module 5046 is further operable to: judging whether the vehicle is a vehicle with a parking track or not according to the time information of vehicle parking in the track characteristic data of the vehicle; if so, determining the running state of the vehicle under the new signal timing strategy according to the green signal ratio and the cycle duration which respectively correspond to the new signal timing strategy and the actual signal timing strategy; if not, acquiring redundant emptying time corresponding to the actual signal timing strategy, and determining the running state of the vehicle under the new signal timing strategy based on the redundant emptying time and the green signal ratio and the cycle duration respectively corresponding to the new signal timing strategy and the actual signal timing strategy; wherein the redundant purge time represents a limit time to reduce the duration of the green light.
In some embodiments, the status determination sub-module 5046 is further operable to: determining the parking duration according to the vehicle parking time information in the track characteristic data of the vehicle; if the parking duration is longer than a preset first value, determining that the vehicle is a vehicle with a parking track; and if the parking duration is less than or equal to the first value, determining that the vehicle is a vehicle without a parking track.
In some embodiments, the status determination sub-module 5046 is further operable to: judging whether the track characteristic data of the vehicle meets a first constraint condition, wherein the first constraint condition is as follows:
Figure BDA0001892233940000331
Figure BDA0001892233940000332
wherein, giFor the split of the new signal timing strategy,
Figure BDA0001892233940000333
is the period count value under the actual signal timing strategy,
Figure BDA0001892233940000334
for the split of the actual signal timing strategy,
Figure BDA0001892233940000335
the duration of the first stop for the actual signal timing strategy,
Figure BDA0001892233940000336
setting the duration of the second stop under the strategy for the actual signal timing; c0Setting the period duration of an actual signal timing strategy, wherein i is a traffic flow identifier, and j is a vehicle identifier; if the time point is met, determining the time point when the vehicle passes the stop line and does not pass the stop line at the target intersection under the new signal timing strategy
Figure BDA0001892233940000337
Figure BDA0001892233940000338
The time point when the vehicle passes through the stop line under an actual signal timing strategy is given; if not, determining the time point when the vehicle passes through the target intersection and passes through the stop line under the new signal timing strategy
Figure BDA0001892233940000339
Figure BDA00018922339400003310
Total length of parking time
Figure BDA00018922339400003311
Number of stops pij＝θij+1, parking position
Figure BDA00018922339400003312
Wherein, deltaijThe value is a cycle count value under a new signal timing strategy, and C is the cycle duration of the new signal timing strategy; if the vehicle does not stop for the second time under the actual signal timing strategy, thetaij0; if a secondary stop, θij＝1；
Figure BDA00018922339400003313
The position of the vehicle for the first time under the strategy is assigned to the actual signal.
In some embodiments, the status determination sub-module 5046 is further operable to: setting redundant clearing time corresponding to the actual signal timing strategy
Figure BDA00018922339400003314
Figure BDA00018922339400003315
Wherein, tau is a preset discount coefficient, TiFor parked vehicles collected under actual signal timing strategy
Figure BDA00018922339400003316
Maximum value of (2).
In some embodiments, the status determination sub-module 5046 is further operable to: judging whether the track characteristic data of the vehicle meets a second constraint condition, wherein the second constraint condition is as follows:
Figure BDA00018922339400003317
Figure BDA00018922339400003318
wherein the content of the first and second substances,
Figure BDA00018922339400003319
multiple for actual signal timing strategyThe remaining empty time; if the time point is met, determining the time point when the vehicle passes the stop line and does not pass the stop line at the target intersection under the new signal timing strategy
Figure BDA0001892233940000341
If not, determining the time point when the vehicle passes through the target intersection and passes through the stop line under the new signal timing strategy
Figure BDA0001892233940000342
Figure BDA0001892233940000343
Total length of parking time
Figure BDA0001892233940000344
Number of stops pij＝θij+1, parking position
Figure BDA0001892233940000345
Wherein v isijThe driving speed of the vehicle at the target intersection under an actual signal timing strategy; and K is the slope of the evanescent wave corresponding to the vehicle track data under the actual signal timing strategy.
In some embodiments, the timing policy decision adjustment module 508 is further configured to: and if the parking duration of the target intersection in the vehicle driving state of each traffic flow under the new signal timing strategy is less than the set duration, determining whether the new signal timing strategy is reasonable.
According to another aspect of the present application, there is provided a computer-readable storage medium having stored thereon a computer program which, when being executed by a processor, performs the steps of the method of determining one or more driving states of a vehicle as described above.
The modules may be connected or in communication with each other via a wired or wireless connection. The wired connection may include a metal cable, an optical cable, a hybrid cable, etc., or any combination thereof. The wireless connection may comprise a connection over a LAN, WAN, bluetooth, ZigBee, NFC, or the like, or any combination thereof. Two or more modules may be combined into a single module, and any one module may be divided into two or more units.
For ease of understanding, fig. 12 shows a schematic diagram of exemplary hardware and software components of an electronic device 700 that may implement the concepts of the present application, according to some embodiments of the present application. For example, the processor 720 may be used on the electronic device 700 and to perform functions in the present application.
The electronic device 700 may be a general-purpose computer or a special-purpose computer, both of which may be used to implement the method of identifying abnormal driving behavior of the present application. Although only a single computer is shown, for convenience, the functions described herein may be implemented in a distributed fashion across multiple similar platforms to balance processing loads.
For example, electronic device 700 may include a network port 710 connected to a network, one or more processors 720 for executing program instructions, a communication bus 730, and a different form of storage medium 740, such as a disk, ROM, or RAM, or any combination thereof. Illustratively, the computer platform may also include program instructions stored in ROM, RAM, or other types of non-transitory storage media, or any combination thereof. The method of the present application may be implemented in accordance with these program instructions. The electronic device 700 also includes an Input/Output (I/O) interface 750 between the computer and other Input/Output devices (e.g., keyboard, display screen).
For ease of explanation, only one processor is depicted in the electronic device 700. However, it should be noted that the electronic device 700 in the present application may also comprise multiple processors, and thus the steps performed by one processor described in the present application may also be performed by multiple processors in combination or individually. For example, if the processor of the electronic device 700 performs step a and step B, it should be understood that step a and step B may also be performed by two different processors together or performed separately in one processor. For example, a first processor performs step a and a second processor performs step B, or the first processor and the second processor perform steps a and B together.
According to another aspect of the present application, there is provided a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the method of determining a driving state of a vehicle as described above.
It can be clearly understood by those skilled in the art that, for convenience and brevity of description, the specific working processes of the system and the apparatus described above may refer to corresponding processes in the method embodiments, and are not described in detail in this application. In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other ways. The above-described apparatus embodiments are merely illustrative, and for example, the division of the modules is merely a logical division, and there may be other divisions in actual implementation, and for example, a plurality of modules 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 of devices or modules through some communication interfaces, and may be in an electrical, mechanical or other form.
The modules described as separate parts may or may not be physically separate, and parts displayed as modules 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 application 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 functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a non-volatile computer-readable storage medium executable by a processor. Based on such understanding, the technical solution of the present application or portions thereof that substantially contribute to the prior art may be embodied in the form of a software product stored in a storage medium and including instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: various media capable of storing program codes, such as a U disk, a removable hard disk, a ROM, a RAM, a magnetic disk, or an optical disk.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (26)

1. A method for determining a running state of a vehicle, characterized by comprising:
acquiring vehicle track data of each traffic flow at a target intersection under an actual signal timing strategy; the vehicle track data is the corresponding relation between distance information and time information between a vehicle and a corresponding parking line;
determining the vehicle running state of the target intersection under a new signal timing strategy based on the acquired vehicle track data; wherein the new signal timing strategy is different from the actual signal timing strategy in cycle duration and/or green signal ratio;
the step of determining the vehicle driving state of the target intersection under a new signal timing strategy based on the acquired vehicle track data comprises the following steps:
for the acquired vehicle track data of each traffic flow, according to time information in the vehicle track data, the vehicle track data of the same traffic flow is superposed to the same period of the actual signal timing strategy;
generating track characteristic data of vehicles in the same traffic flow according to the superimposed vehicle track data of the same traffic flow; wherein the trajectory feature data comprises: time information of the vehicle entering and leaving the detection range of the target intersection, time information of the vehicle stopping and time of the vehicle passing through a stop line;
and determining the vehicle running state of the vehicle at the target intersection under a new signal timing strategy according to the track characteristic data of the vehicle.
2. The method of claim 1, wherein the step of obtaining vehicle trajectory data for each flow at the target intersection under an actual signal timing strategy comprises:
acquiring positioning data of vehicles entering a detection range of a target intersection; the positioning data comprises an actual position of the vehicle and a time corresponding to the actual position;
and generating vehicle track data of each traffic flow according to the acquired positioning data of the vehicles and the stop line position of each traffic flow.
3. The method according to claim 2, wherein the step of generating vehicle trajectory data for each flow according to the acquired positioning data of the vehicle and the stop line position of each flow comprises:
determining the driving direction of the vehicle according to the positioning data of each vehicle;
taking vehicles in the same driving direction as a traffic flow;
and for the positioning data of the vehicle in each traffic flow, calculating the distance between the vehicle and the stop line position according to the actual position in the positioning data and the stop line position of the traffic flow, and associating the distance with the time information in the positioning data to obtain the vehicle track data of the traffic flow.
4. The method of claim 2, wherein the step of acquiring positioning data for vehicles within detection range of the approaching targeted intersection is preceded by the method further comprising:
and determining the detection range and the traffic flow direction of the target intersection and the position of a stop line corresponding to each traffic flow direction through the road network map.
5. The method according to claim 1, wherein the step of generating trajectory feature data of vehicles in the same superimposed traffic stream according to the vehicle trajectory data of the traffic stream comprises:
drawing the vehicle track data of the same superimposed traffic flow in a pre-established coordinate system; the horizontal axis of the coordinate system represents a time point in one period of the actual signal timing strategy, the vertical axis represents the distance between a vehicle and a parking line, a straight line passing through the 0 point of the vertical axis and parallel to the horizontal axis is the parking line, and the parking line further identifies the signal lamp starting time period in the actual signal timing strategy;
for a connecting line formed by vehicle track data of each vehicle in the coordinate system, determining an abscissa of an intersection point of the connecting line and a horizontal axis as a time point when the vehicle enters a detection range of the target intersection, determining an abscissa of an intersection point of the connecting line and a stop line as a time point when the vehicle passes through the stop line, determining a maximum value of the abscissas in the connecting line as a time point when the vehicle leaves the detection range of the target intersection, and determining an abscissa corresponding to a line segment parallel to the horizontal axis in the connecting line as a time period when the vehicle stops.
6. The method according to claim 1, wherein the step of determining the vehicle driving state of the vehicle at the intersection under a new signal timing strategy based on the trajectory characteristic data of the vehicle comprises:
judging whether the vehicle is a vehicle with a parking track or not according to the time information of vehicle parking in the track characteristic data of the vehicle;
if so, determining the running state of the vehicle under the new signal timing strategy according to the green signal ratio and the cycle duration which respectively correspond to the new signal timing strategy and the actual signal timing strategy;
if not, acquiring redundant emptying time corresponding to the actual signal timing strategy, and determining the running state of the vehicle under the new signal timing strategy based on the redundant emptying time and the green signal ratio and the cycle duration respectively corresponding to the new signal timing strategy and the actual signal timing strategy; wherein the redundant purge time represents a limit time to reduce the green light duration.
7. The method according to claim 6, wherein the step of determining whether the vehicle is a vehicle having a parking trajectory based on the time information of the vehicle parking in the trajectory feature data of the vehicle comprises:
determining the parking duration according to the vehicle parking time information in the trajectory characteristic data of the vehicle;
if the parking duration is greater than a preset first value, determining that the vehicle is a vehicle with a parking track;
and if the parking duration is less than or equal to the first value, determining that the vehicle is a vehicle without a parking track.
8. The method of claim 6, wherein the step of determining the driving status of the vehicle under the new signal timing strategy based on the green signal ratio and the cycle duration corresponding to the new signal timing strategy and the actual signal timing strategy, respectively, comprises:
judging whether the track characteristic data of the vehicle meets a first constraint condition, wherein the first constraint condition is as follows:
Figure FDA0003466046240000041
wherein, giFor the split of the new signal timing strategy,
Figure FDA0003466046240000042
is the period count value under the actual signal timing strategy,
Figure FDA0003466046240000043
for the split of the actual signal timing strategy,
Figure FDA0003466046240000044
the duration of the first stop of the strategy is timed for the actual signal,
Figure FDA0003466046240000045
setting the duration of the second stop under the actual signal timing strategy; c0Setting the period duration of the actual signal timing strategy as i as a traffic flow identifier and j as a vehicle identifier;
if yes, determining the time point when the vehicle passes through the stop line without stopping at the target intersection under the new signal timing strategy
Figure FDA0003466046240000046
Figure FDA0003466046240000047
The time point when the vehicle passes through the stop line under the actual signal timing strategy is given;
if not, determining the time point when the vehicle passes through the target intersection and passes through the stop line under the new signal timing strategy
Figure FDA0003466046240000048
Total length of parking time
Figure FDA0003466046240000049
Number of stops pij＝θij+1, parking position
Figure FDA00034660462400000410
Wherein, deltaijThe value is the cycle count value under the new signal timing strategy, and C is the cycle duration of the new signal timing strategy; if the vehicle does not stop for the second time under the actual signal timing strategy, thetaij0; if a secondary stop, θij＝1；
Figure FDA00034660462400000411
And the position of the vehicle for the first time under the actual signal timing strategy is determined.
9. The method of claim 8, wherein the step of obtaining the excess blanking time corresponding to the actual signal timing strategy comprises:
setting redundant clearing time corresponding to the actual signal timing strategy
Figure FDA00034660462400000412
Figure FDA00034660462400000413
Wherein, tau is a preset discount coefficient, TiFor parked vehicles collected under actual signal timing strategy
Figure FDA0003466046240000051
Maximum value of (2).
10. The method of claim 8, wherein the step of determining the driving state of the vehicle under the new signal timing strategy based on the redundant clearing time and the green ratio and the cycle duration corresponding to the new signal timing strategy and the actual signal timing strategy, respectively, comprises:
judging whether the track characteristic data of the vehicle meets a second constraint condition, wherein the second constraint condition is as follows:
Figure FDA0003466046240000052
wherein the content of the first and second substances,
Figure FDA0003466046240000053
redundant clearing time corresponding to the actual signal timing strategy is obtained;
if yes, determining the time point when the vehicle passes through the stop line without stopping at the target intersection under the new signal timing strategy
Figure FDA0003466046240000054
If not, determining the time point when the vehicle passes through the target intersection and passes through the stop line under the new signal timing strategy
Figure FDA0003466046240000055
Total length of parking time
Figure FDA0003466046240000056
Number of stops pij＝θij+1, parking position
Figure FDA0003466046240000057
Figure FDA0003466046240000058
Wherein v isijThe running speed of the vehicle at the target intersection under the actual signal timing strategy; and K is the slope of the evanescent wave corresponding to the vehicle track data under the actual signal timing strategy.
11. The method according to any one of claims 1-10, further comprising:
judging whether the new signal timing strategy is reasonable or not according to the vehicle running state of each traffic flow of the target intersection under the new signal timing strategy;
and if the signal timing strategy is reasonable, adjusting the actual signal timing strategy according to the new signal timing strategy.
12. The method according to claim 11, wherein the step of determining whether the new signal timing strategy is reasonable based on the vehicle driving status of each flow at the target intersection under the new signal timing strategy comprises:
and if the parking duration of the target intersection in the vehicle driving state of each traffic flow under the new signal timing strategy is less than the set duration, determining that the new signal timing strategy is reasonable.
13. An apparatus for determining a running state of a vehicle, characterized by comprising:
the data acquisition module is used for acquiring vehicle track data of each traffic flow at the target intersection under an actual signal timing strategy; the vehicle track data is the corresponding relation between distance information and time information between a vehicle and a corresponding parking line;
the state determination module is used for determining the vehicle running state of the target intersection under a new signal timing strategy based on the acquired vehicle track data; wherein the new signal timing strategy is different from the actual signal timing strategy in cycle duration and/or green signal ratio;
the state determination module further comprises:
the track data superposition module is used for superposing the vehicle track data of the same traffic flow to the same period of the actual signal timing strategy according to the time information in the vehicle track data for the acquired vehicle track data of each traffic flow;
the characteristic data generation module is used for generating the track characteristic data of the vehicles in the same traffic flow according to the superimposed vehicle track data of the same traffic flow; wherein the trajectory feature data comprises: time information of the vehicle entering and leaving the detection range of the target intersection, time information of the vehicle stopping and time of the vehicle passing through a stop line;
and the state determination submodule is used for determining the vehicle running state of the vehicle at the target intersection under a new signal timing strategy according to the trajectory characteristic data of the vehicle.
14. The apparatus of claim 13, wherein the data acquisition module comprises:
the positioning data acquisition module is used for acquiring the positioning data of the vehicles entering the detection range of the target intersection; the positioning data comprises an actual position of the vehicle and a time corresponding to the actual position;
and the track data generation module is used for generating vehicle track data of each traffic flow according to the acquired positioning data of the vehicle and the stop line position of each traffic flow.
15. The apparatus of claim 14, wherein the trajectory data generation module is further configured to:
determining the driving direction of the vehicle according to the positioning data of each vehicle;
taking vehicles in the same driving direction as a traffic flow;
and for the positioning data of the vehicle in each traffic flow, calculating the distance between the vehicle and the stop line position according to the actual position in the positioning data and the stop line position of the traffic flow, and associating the distance with the time information in the positioning data to obtain the vehicle track data of the traffic flow.
16. The apparatus of claim 14, further comprising:
and the environment determination module is used for determining the detection range and the traffic flow direction of the target intersection and the position of a stop line corresponding to each traffic flow direction through the road network map.
17. The apparatus of claim 13, wherein the feature data generation module is further configured to:
drawing the vehicle track data of the same superimposed traffic flow in a pre-established coordinate system; the horizontal axis of the coordinate system represents a time point in one period of the actual signal timing strategy, the vertical axis represents the distance between a vehicle and a parking line, a straight line passing through the 0 point of the vertical axis and parallel to the horizontal axis is the parking line, and the parking line further identifies the signal lamp starting time period in the actual signal timing strategy;
for a connecting line formed by vehicle track data of each vehicle in the coordinate system, determining an abscissa of an intersection point of the connecting line and a horizontal axis as a time point when the vehicle enters a detection range of the target intersection, determining an abscissa of an intersection point of the connecting line and a stop line as a time point when the vehicle passes through the stop line, determining a maximum value of the abscissas in the connecting line as a time point when the vehicle leaves the detection range of the target intersection, and determining an abscissa corresponding to a line segment parallel to the horizontal axis in the connecting line as a time period when the vehicle stops.
18. The apparatus of claim 13, wherein the status determination sub-module is further configured to:
judging whether the vehicle is a vehicle with a parking track or not according to the time information of vehicle parking in the track characteristic data of the vehicle;
if so, determining the running state of the vehicle under the new signal timing strategy according to the green signal ratio and the cycle duration which respectively correspond to the new signal timing strategy and the actual signal timing strategy;
if not, acquiring redundant emptying time corresponding to the actual signal timing strategy, and determining the running state of the vehicle under the new signal timing strategy based on the redundant emptying time and the green signal ratio and the cycle duration respectively corresponding to the new signal timing strategy and the actual signal timing strategy; wherein the redundant purge time represents a limit time to reduce the green light duration.
19. The apparatus of claim 18, wherein the status determination sub-module is further configured to:
determining the parking duration according to the vehicle parking time information in the trajectory characteristic data of the vehicle;
if the parking duration is greater than a preset first value, determining that the vehicle is a vehicle with a parking track;
and if the parking duration is less than or equal to the first value, determining that the vehicle is a vehicle without a parking track.
20. The apparatus of claim 18, wherein the status determination sub-module is further configured to:
judging whether the track characteristic data of the vehicle meets a first constraint condition, wherein the first constraint condition is as follows:
Figure FDA0003466046240000081
wherein, giFor the split of the new signal timing strategy,
Figure FDA0003466046240000082
is the period count value under the actual signal timing strategy,
Figure FDA0003466046240000083
for the split of the actual signal timing strategy,
Figure FDA0003466046240000084
the duration of the first stop of the strategy is timed for the actual signal,
Figure FDA0003466046240000085
setting the duration of the second stop under the actual signal timing strategy; c0Setting the period duration of the actual signal timing strategy as i as a traffic flow identifier and j as a vehicle identifier;
if yes, determining the time point when the vehicle passes through the stop line without stopping at the target intersection under the new signal timing strategy
Figure FDA0003466046240000091
Figure FDA0003466046240000092
The time point when the vehicle passes through the stop line under the actual signal timing strategy is given;
if not, determining the time point when the vehicle passes through the target intersection and passes through the stop line under the new signal timing strategy
Figure FDA0003466046240000093
Total length of parking time
Figure FDA0003466046240000094
Number of stops pij＝θij+1, parking position
Figure FDA0003466046240000095
Wherein, deltaijThe value is the cycle count value under the new signal timing strategy, and C is the cycle duration of the new signal timing strategy; if the vehicle does not stop for the second time under the actual signal timing strategy, thetaij0; if a secondary stop, θij＝1；
Figure FDA0003466046240000096
And the position of the vehicle for the first time under the actual signal timing strategy is determined.
21. The apparatus of claim 20, wherein the status determination sub-module is further configured to: setting redundant clearing time corresponding to the actual signal timing strategy
Figure FDA0003466046240000097
Figure FDA0003466046240000098
Wherein, tau is a preset discount coefficient, TiFor parked vehicles collected under actual signal timing strategy
Figure FDA0003466046240000099
Maximum value of (2).
22. The apparatus of claim 20, wherein the status determination sub-module is further configured to:
judging whether the track characteristic data of the vehicle meets a second constraint condition, wherein the second constraint condition is as follows:
Figure FDA00034660462400000910
wherein the content of the first and second substances,
Figure FDA00034660462400000911
redundant clearing time corresponding to the actual signal timing strategy is obtained;
if yes, determining the time point when the vehicle passes through the stop line without stopping at the target intersection under the new signal timing strategy
Figure FDA00034660462400000912
If not, determining the time point when the vehicle passes through the target intersection and passes through the stop line under the new signal timing strategy
Figure FDA0003466046240000101
Total length of parking time
Figure FDA0003466046240000102
Number of stops pij＝θij+1, parking position
Figure FDA0003466046240000103
Figure FDA0003466046240000104
Wherein v isijThe running speed of the vehicle at the target intersection under the actual signal timing strategy; k isAnd the slope of an evanescent wave corresponding to the vehicle track data under the actual signal timing strategy.
23. The apparatus of any one of claims 13-22, further comprising:
the timing strategy judgment and adjustment module is used for judging whether the new signal timing strategy is reasonable or not according to the vehicle running state of each traffic flow of the target intersection under the new signal timing strategy;
and if the signal timing strategy is reasonable, adjusting the actual signal timing strategy according to the new signal timing strategy.
24. The apparatus of claim 23, wherein the timing policy decision adjustment module is further configured to: and if the parking duration of the target intersection in the vehicle driving state of each traffic flow under the new signal timing strategy is less than the set duration, determining that the new signal timing strategy is reasonable.
25. An electronic device, comprising: a processor, a storage medium and a bus, the storage medium storing machine-readable instructions executable by the processor, the processor and the storage medium communicating via the bus when the electronic device is operating, the processor executing the machine-readable instructions to perform the steps of the method for determining a driving state of a vehicle according to any one of claims 1 to 12 when the processor is operating.
26. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a computer program which, when being executed by a processor, carries out the steps of the method for determining a running state of a vehicle according to any one of claims 1 to 12.
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