CN112164232B - Control method and device for non-motorized object, electronic equipment and storage medium - Google Patents

Control method and device for non-motorized object, electronic equipment and storage medium Download PDF

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Publication number
CN112164232B
CN112164232B CN202011109183.2A CN202011109183A CN112164232B CN 112164232 B CN112164232 B CN 112164232B CN 202011109183 A CN202011109183 A CN 202011109183A CN 112164232 B CN112164232 B CN 112164232B
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road
road segment
motorized
road section
target
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CN112164232A (en
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侯琛
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Tencent Technology Shenzhen Co Ltd
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Tencent Technology Shenzhen Co Ltd
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/005—Traffic control systems for road vehicles including pedestrian guidance indicator
    • 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
    • G08G1/0108—Measuring and analyzing of parameters relative to traffic conditions based on the source of data
    • G08G1/0116—Measuring and analyzing of parameters relative to traffic conditions based on the source of data from roadside infrastructure, e.g. beacons
    • 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
    • G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
    • 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
    • G08G1/065—Traffic control systems for road vehicles by counting the vehicles in a section of the road or in a parking area, i.e. comparing incoming count with outgoing count

Abstract

The application discloses a control method, a device, electronic equipment and a storage medium of a non-motorized object, wherein the method comprises the following steps: determining the position of a reference point in a target road section to be analyzed, wherein two ends of the target road section are respectively intersected with projections of different non-motor vehicle road sections on a plane where the target road section is located; obtaining the total number of non-motorized objects in the current target road section; for each non-motor road segment, determining a first number of non-motor objects to be crossed from the non-motor road segment in a first road segment area and a second number of non-motor objects to be crossed from the non-motor road segment in a second road segment area of the target road segment based on the total number; for each of the non-motorized road segments, controlling a number of non-motorized objects entering the non-motorized road segment from the first road segment region and the second road segment region based on the first number and the second number. According to the scheme, the flow of the non-motorized object needing to pass on the non-motorized road section can be controlled more reasonably, and the traffic safety of the intelligent road is improved.

Description

Control method and device for non-motorized object, electronic equipment and storage medium
Technical Field
The present disclosure relates to the field of information control technologies, and in particular, to a method and apparatus for controlling a non-motorized object, an electronic device, and a storage medium.
Background
The intelligent highway is also called as an intelligent highway, and can realize the processing of guiding, splitting and the like of the flow of road objects such as motor vehicles, non-motor vehicles and the like through the collection and transmission of traffic consultation information so as to reduce the occurrence of road congestion and traffic accidents.
In the smart highway, there are non-motor vehicle road sections for passing non-motor objects such as pedestrians and non-motor vehicles, for example, crosswalk sections in roads, underground passages, and bridge-crossing sky-roads erected on roads. The traffic of pedestrians and non-motor vehicles needing to pass through the non-motor vehicle road section is large, so that the traffic of non-motor objects needing to pass through the non-motor vehicle road section is reasonably controlled, and the traffic is an important factor for ensuring the traffic of pedestrians and vehicles on the intelligent road.
Disclosure of Invention
In view of this, the present application provides a method, an apparatus, an electronic device, and a storage medium for controlling a non-motorized object, so as to more reasonably control the flow of the non-motorized object that needs to travel on a non-motorized road section, and improve traffic safety of an intelligent highway.
In order to achieve the above purpose, the present application provides the following technical solutions:
in one aspect, the present application provides a method for controlling a non-motorized object, including:
determining the position of a reference point in a target road section to be analyzed, wherein two ends of the target road section are respectively intersected with projections of different non-motor vehicle road sections on a plane where the target road section is located;
obtaining the total number of non-motorized objects in the current target road section;
for each non-motor road segment, determining a first number of non-motor objects to be crossed from the non-motor road segment in the first road segment area and a second number of non-motor objects to be crossed from the non-motor road segment in the second road segment area of the target road segment based on the total number, wherein the first road segment area and the second road segment area are two areas of the target road segment divided by a vertical line where the reference point is located, and the vertical line is perpendicular to the road passing direction of the target road segment;
for each non-motorized road segment, controlling a number of non-motorized objects entering the non-motorized road segment from the first and second road segment regions based on the first and second numbers.
In one possible implementation, the controlling the number of non-motorized objects entering the non-motorized road segment from the first road segment region and the second road segment region based on the first number and the second number includes:
acquiring a first historical average flow of non-motorized objects in the first road section from the non-motorized road section and a second historical average flow of non-motorized objects in the second road section from the non-motorized road section;
if it is determined that the first number has a safety risk based on the first historical average flow, limiting the number of non-motorized objects entering the non-motorized road segment from the first road segment region;
if it is determined that the second number has a safety risk based on the second historical average flow, limiting the number of non-motorized objects entering the non-motorized road segment by the second road segment area.
In yet another possible implementation manner, the controlling the number of non-motorized objects entering the non-motorized road segment from the first road segment region and the second road segment region based on the first number and the second number further includes:
determining a first difference between the first quantity and a first historical average flow, and calculating a first ratio of an absolute value of the first difference to the first historical average flow;
If the first ratio is greater than the historical traffic accident rate, determining that the first quantity has a safety risk;
determining a second difference between the second quantity and a second historical average flow, and calculating a second ratio of an absolute value of the second difference to the second historical average flow;
and if the second ratio is greater than the historical traffic accident rate, determining that the second number has a safety risk.
In yet another possible implementation manner, the determining the first number of non-motorized objects to cross the street from the non-motorized road segment in the first road segment area, and the second number of non-motorized objects to cross the street from the non-motorized road segment in the second road segment area of the target road segment includes:
determining a first road segment region and a second road segment region of the target road segment based on the position of the reference point;
determining a first area ratio of the first road section area to the target road section, and determining the first area ratio as a first probability that a non-motorized object of the target road section is located in the first road section area;
determining a second area ratio of the second road section area to the target road section, and determining the second area ratio as a second probability that a non-motorized object of the target road section is located in the second road section area;
Determining a first number of non-motorized objects within the first road segment region to cross a street from the non-motorized road segment based on the total number and a first probability;
based on the total number and a second probability, a second number of non-motorized objects within the second road segment area to cross a street from the non-motorized road segment is determined.
In one aspect, the present application further provides a control device for a non-motorized object, including:
the system comprises a reference point determining unit, a reference point analyzing unit and a target road section analyzing unit, wherein the reference point determining unit is used for determining the position of a reference point in the target road section to be analyzed, and two ends of the target road section are respectively intersected with projections of different non-motor vehicle road sections on a plane where the target road section is located;
a total number determining unit for obtaining the total number of non-motorized objects in the current target road section;
a section number determining unit configured to determine, for each non-motor vehicle road segment, a first number of non-motor objects to be crossed from the non-motor vehicle road segment in the first road segment area and a second number of non-motor objects to be crossed from the non-motor vehicle road segment in the second road segment area of the target road segment, based on the total number, the first road segment area and the second road segment area being two areas in which the target road segment is divided by a perpendicular line in which the reference point is located, the perpendicular line being perpendicular to a road passing direction of the target road segment;
An object control unit for controlling, for each non-motor vehicle road segment, the number of non-motor objects entering the non-motor vehicle road segment from the first road segment and the second road segment based on the first number and the second number.
In yet another aspect, the present application also provides an electronic device including a memory and a processor;
wherein the memory is used for storing programs;
the processor is configured to execute the program, and when the program is executed, the program is specifically configured to implement the method for controlling a non-motorized object according to any one of the above claims.
In yet another aspect, the present application further provides a storage medium storing a program for implementing the control method of the non-motorized object according to any one of the above-mentioned claims when the program is executed.
From the above, in the process of controlling the flow of the non-motor vehicle road segment in the present application, the number of non-motor objects in different road segment areas in the target road segment may cross the street from the non-motor vehicle road segment is determined based on the total number of non-motor objects in the target road segment associated with the non-motor vehicle road segment. Because the number of pedestrians, non-motor vehicles and other objects in the non-motor vehicle road section is greatly influenced by the road sections related to the non-motor vehicle road section, the number of non-motor objects entering the non-motor vehicle road section in different road section areas of the target road section is controlled by combining the number of non-motor objects possibly crossing the non-motor vehicle road section in different road section areas of the target road section, so that the traffic of pedestrians, non-motor vehicles and the like in the non-motor vehicle road section can be controlled more timely and effectively, the traffic of pedestrians, non-motor vehicles and the like in the non-motor vehicle road section can be controlled more reasonably, and the safety of intelligent roads can be improved.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present application, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic diagram of a component architecture of an intelligent highway system to which the present application is applicable;
FIG. 2 is a flow chart illustrating one embodiment of a method of controlling a non-motorized object provided herein;
FIG. 3a shows a schematic view of a scenario of a smart highway to which the present application is applicable;
FIG. 3b shows a schematic view of yet another scenario of a smart highway to which the present application is applicable;
FIG. 4 is a schematic flow chart of determining a first number and a second number according to the present application;
FIG. 5 is a schematic flow chart diagram of a further embodiment of a method for controlling a non-motorized object provided herein;
FIG. 6 is a flow chart of a further embodiment of a method of controlling a non-motorized object provided herein;
FIG. 7 is a schematic view showing a composition structure of a control device for a non-motorized object provided by the present application;
Fig. 8 shows a schematic diagram of a component architecture of the electronic device provided in the present application.
Detailed Description
The scheme of the application is suitable for controlling the flow of pedestrians, non-motor vehicles and the like in the intelligent highway (also called intelligent highway) to reduce traffic accidents possibly caused by overlarge flow of pedestrians, non-motor vehicles and the like in the non-motor vehicle road section.
For ease of understanding, an intelligent road system to which the scheme of the present application is applied is illustrated in fig. 1.
As can be seen in fig. 1, the intelligent road system may include a road supervision cloud platform 10 and a road side controller 20.
The road supervision cloud platform 10 is also referred to as an intelligent road supervision cloud platform, which is a cloud platform composed of at least one server 101.
The road supervision cloud platform 10 can store the position information of each road in the intelligent road system, and can obtain and update the motor vehicle flow, the non-motor vehicle flow and the people flow on each road in the intelligent road in real time.
It can be understood that the road supervision cloud platform in the application is a control system built on the cloud platform. The cloud platform is also called a cloud computing platform, and is a network platform constructed based on cloud technology. Cloud technology (Cloud technology) refers to a hosting technology that unifies serial resources such as hardware, software, networks and the like in a wide area network or a local area network to realize calculation, storage, processing and sharing of data.
Cloud technology (Cloud technology) is a generic term of network technology, information technology, integration technology, management platform technology, application technology and the like based on Cloud computing business model application, and can form a resource pool, so that the Cloud computing business model application system is flexible and convenient as required. Background services of technical network systems require a large amount of computing, storage resources, such as image storage and encoding, etc. Along with the high development and application of the internet industry, each article possibly has an own identification mark in the future, the identification mark needs to be transmitted to a background system for logic processing, data with different levels can be processed separately, and various industry data needs strong system rear shield support and can be realized only through cloud computing.
Among them, cloud computing (cloud computing) is a computing mode that distributes computing tasks over a resource pool formed by a large number of computers, enabling various application systems to acquire computing power, storage space, and information services as needed. The network that provides the resources is referred to as the "cloud". Resources in the cloud are infinitely expandable in the sense of users, and can be acquired at any time, used as needed, expanded at any time and paid for use as needed.
As a basic capability provider of cloud computing, a cloud computing resource pool (cloud platform for short, generally referred to as IaaS (Infrastructure as a Service, infrastructure as a service) platform) is established, in which multiple types of virtual resources are deployed for external clients to select for use.
Of course, the intelligent road system may also include a plurality of cameras 30 disposed at different locations in the intelligent road. The camera can send the collected image information of each road to the road supervision cloud platform, so that the road supervision cloud platform can acquire the road condition information of each road.
Correspondingly, the road supervision cloud platform can be combined with cameras, satellite positioning technology and the like to comprehensively determine the relative positions of all roads in the intelligent road, the motor vehicle flow, the non-motor object flow, the total number of non-motor objects and the like. The specific mode of how the road supervision cloud platform obtains road condition information and the non-motor vehicle object flow on each road is not limited.
The roadside controller 20 is installed on the roadside of the road of the smart road, for example, on a street lamp or a specific pole installed on the roadside of each road of the smart road.
The road side controller can execute operations such as information display or voice playing under the control of the road supervision cloud platform; the method can also acquire the related information of the road from the road supervision cloud platform, determine the traffic of pedestrians, non-motor vehicles or motor vehicles in the road, report traffic data to the road supervision cloud platform or request to issue control instructions and the like.
It should be noted that, in this embodiment, the road supervision platform built on the cloud platform is illustrated as an example, and in practical application, the road supervision cloud platform may be replaced by another type of road supervision platform. For example, the road supervision platform may be an independent server, or may be a cluster or a distributed system constructed by a plurality of servers, which is not limited.
In view of the foregoing, a method for controlling a non-motorized object in the present application will be described below with reference to a flowchart.
As shown in fig. 2, which is a schematic flow chart of an embodiment of a method for controlling a non-motorized object of the present application, the method of the present embodiment may be applied to the aforementioned road supervision platform, or a road side controller to which the road supervision platform is connected.
The method of the embodiment can comprise the following steps:
s201, determining the position of a reference point in a target road section to be analyzed.
The two ends of the target road section are respectively intersected with projections of different non-motor vehicle road sections on the plane where the target road section is located.
The non-motor vehicle road section refers to a road section for passing pedestrians, non-motor vehicles and other objects outside the motor vehicle. In this application, a non-motor road segment generally refers to a road segment that a pedestrian is traversing from one side of the target road segment to the other side of the target road segment, where both sides of the target road segment refer to sides parallel to the direction of road traffic in the target road segment. For example, the non-motor road segments at the two ends of the target road segment can be pedestrian crosswalk road segments passing through the target road segment, underground passages for pedestrians and non-motor vehicles to pass through, or bridge-crossing sky street, etc. It can be seen that the non-motor vehicle roads on both sides of the target road segment do not belong to the non-motor vehicle road segments on both ends of the target road segment.
In order to timely and reasonably control the traffic of pedestrians and non-motor vehicles on the non-motor vehicle road section, the road section related to the non-motor vehicle road section is analyzed, and the road section related to the non-motor vehicle road section is a road where the pedestrians or the non-motor vehicles in the road section can enter the non-motor vehicle road section and pass through the non-motor vehicle road section. Based on this, if the non-motor road segment is a overpass on a certain road, or a non-motor road segment corresponding to a crosswalk where a certain road is intersected, or the like, it is possible for pedestrians or non-motor persons on the certain road to cross the street through the non-motor road segment.
In this application, for convenience of distinction, a target road section between two adjacent non-motor vehicle road sections is selected as a road section where traffic of pedestrians and non-motor vehicles needs to be analyzed, and therefore, each end of the target road section intersects with a projection of a non-motor vehicle road section.
For ease of understanding, reference may be made to fig. 3a, which shows a schematic view of one scenario in a smart highway to which the present application is applicable.
As shown in fig. 3a, the scenario includes a first non-motor road segment 301, a second non-motor road segment 302, and a target road segment 303 between the first non-motor road segment 301 and the second non-motor road segment 302.
Fig. 3a shows a schematic plan view of three road sections in a smart road. It will be appreciated that if the first and second non-motor road segments are in the same plane as the target road segment, then the projections of the first and second non-motor road segments remain for both road segments themselves; if the first and second non-motor vehicle road segments are not in the same plane as the target road segment, then the projection of these two non-motor vehicle road segments onto the target road segment is shown in fig. 3 a.
As can be seen from fig. 3a, the projection of the first non-motor vehicle section on the target section intersects with one end of the target section, i.e. one end of the target section partially overlaps with the projection of the first non-motor vehicle section. Correspondingly, the projection of the second non-motor road segment intersects with the other end of the target road segment.
To facilitate an understanding of the intersection of a non-motor road segment at both ends of a target road segment with a projection of an overpass or underground passageway, reference may be made to fig. 3b. It can be seen from fig. 3b that one end of the target section 303 is an overpass and the other end is an underground passage.
In fig. 3b, the first non-motor road segment 301 is exemplified as an overpass, and the second non-motor road segment 302 is exemplified as a basement. In fig. 3b the first and second non-motor vehicle road segments are not on the same level as the target road segment. In this case, the portion of the road in the vertical direction between the downward projection of the overpass and the upward projection of the underpass is the target road segment 303.
The reference point in the target road section is a preset position point, and the reference point is used for dividing the target road section into different road section areas so as to analyze the influence of each road section area in the target road section on the flow of pedestrians and non-motor vehicles in the non-motor vehicle road section.
As an alternative, a point in the road passing direction of the target link may be selected as the reference point based on the position of the road side controller in the target link.
Still referring to fig. 3a as an example, in fig. 3a, point 304 is the position of the reference point in the target road segment, where the perpendicular line of the reference point is perpendicular to the road passing direction of the target road segment, and then the projection of the road side controller on the target road segment is also located on the perpendicular line.
S202, obtaining the total number of non-motorized objects in the current target road section.
The non-motor object refers to an object which needs to walk or run on a road outside the non-motor vehicle. For example, the non-motorized object may include at least a non-motor vehicle and a pedestrian.
There are various ways to determine the current total number of target segments.
In one possible implementation, a number of entries of non-motorized objects into the target road segment for a recent historical period of time and a number of exits of non-motorized objects from the target road segment for the historical period of time may be obtained. Accordingly, the difference between the number of entries and the number of exits may be determined as the total number of non-motorized objects in the current target road segment.
The last history period may be a history period of a last set duration, for example, may be the last 24 hours, or the last 6 hours, or the like. The latest history period may also be a history period from a set time that is the latest from the present to the present time. Such as a historical time period from three hours in the morning to the current time.
For example, cameras may be respectively disposed on the non-motorized road segments at two ends of the target road segment, and the number of non-motorized objects entering the target road segment and leaving the target road segment may be collected by the cameras. The difference between the non-motorized object entering the target road segment and the non-motorized object leaving the target road segment is the non-motorized object that may need to cross the street through the non-motorized road segment.
In a further possible case, an image may also be acquired which at least contains the target section and finally the image of the target section is extracted, and the total number of non-motorized objects currently present in the target section may be determined by analyzing the image of the target section and by object recognition.
It will be appreciated that if the present application is applied to a road side controller, that road side controller may obtain the total number from the road supervision platform; alternatively, the road side controller obtains the entering number and the leaving number from the road supervision platform, and calculates the total number.
S203, for each non-mobile road segment, determining, based on the total number, a first number of non-mobile objects within a first road segment region to cross a street from the non-mobile road segment, and a second number of non-mobile objects within a second road segment region of the target road segment to cross a street from the non-mobile road segment.
The first road section area and the second road section area are two areas, the target road section is divided by the perpendicular line where the reference point is located, and the perpendicular line is perpendicular to the road passing direction of the target road section.
As shown in fig. 3a, a perpendicular 305 to the reference point 304 is shown in fig. 3a with a dashed line, it being visible that the perpendicular 305 is perpendicular to the road traffic direction of the target road section 303. In fig. 3a, an upward arrow and a downward arrow are drawn at the reference point 304 of the target link, respectively, wherein an area upward from the horizontal line where the reference point 304 is located is a first link area 306, and an area downward from the horizontal line where the reference point is located is a second link area 307.
The non-motorized object moving from one side of the target road section to the non-motorized road section to pass through to the other side of the target path is referred to as a non-motorized object crossing the street through the non-motorized road section. As can be seen from fig. 3a, proceeding along the road traffic direction of the first non-motor road segment (or the second non-motor road segment), it is possible to cross the street from one side of the target road segment to the other, i.e. through the first non-motor road segment.
The total number of non-motorized objects currently existing in the target road section is actually the total number of non-motorized objects existing in the target road section and possibly needing to pass through the non-motorized road sections at the two ends of the target road section. On the basis of this, the number of non-motorized objects that may be present in each of the first and second road segment regions can be determined in combination with the uniformly distributed basic features. This will be described later in connection with a case, which will not be described here again.
S204, for each non-motorized road segment, controlling the number of non-motorized objects entering the non-motorized road segment from the first road segment region and the second road segment region based on the first number and the second number.
For example, in one possible case, a maximum number of non-motorized objects entering the non-motorized road segment from each road segment region in the target road segments associated with the non-motorized road segment may be set, e.g., the maximum number of non-motorized objects that the first road segment region and the second road segment region can each enter the non-motorized road segment may be analyzed for each non-motorized road segment historically maximum flow of non-motorized objects, historical traffic accident data, and the like.
Correspondingly, the first quantity can be compared with a first maximum quantity of non-motorized objects which can enter the non-motorized road section of the first road section area, and if the first quantity is larger than the first maximum quantity, the quantity of the non-motorized road section which enters the first road section area needs to be controlled to be reduced; similarly, if the second number is greater than a second maximum number of non-motorized objects that the second road segment can enter the non-motorized road segment, control is required to reduce the number of first road segment zones entering the non-motorized road segment.
As another example, in yet another possible scenario, for each non-motor vehicle road segment, a first historical average of the non-motor objects of the first road segment crossing the street from the non-motor vehicle road segment and a second historical average of the non-motor objects of the second road segment crossing the street from the non-motor vehicle road segment may also be obtained. Correspondingly, if the first quantity is determined to have safety risks based on the first historical average flow, limiting the quantity of non-motorized objects entering the non-motorized road section from the first road section area; similarly, if it is determined that the second number has a safety risk based on the second historical average flow, the number of non-motorized objects entering the non-motorized road segment from the second road segment region is limited.
The first historical average flow may be determined based on a number of non-motorized objects within the first road segment area that cross the street through the non-motorized road segment within the set historical time period. For example, for the last 10 hours of acquisition, a total of 6000 non-motorized objects passing through the non-motorized road segment in the first road segment region, then the first historical average flow may be: 6000/(60×10) =10. The second average flow rate is determined in a similar manner and will not be described in detail herein.
There may be various ways to analyze whether the first number has a safety risk based on the first historical average flow, for example, if the difference between the first number and the first historical average flow is greater than a set threshold, it may be determined that the first number has a safety risk. Optionally, in order to further improve the safety of the intelligent highway and reduce the traffic accident, the traffic accident rate counted by the history may be obtained, and the first number, the first historical average flow rate and the traffic accident rate are combined to comprehensively determine whether the first number has a safety risk, so that the detailed description is given to the situation.
Accordingly, the process of analyzing whether the second number has a safety risk based on the second historical average flow rate is similar, and will not be described herein.
It will be appreciated that the purpose of controlling the number of non-motorized objects entering the non-motorized road segment from the first road segment region and the second road segment region is to reduce traffic accidents that may occur during the passage of non-motorized objects from the first road segment region and the second road segment region through the non-motorized road segment.
Based on this, if the first number is at risk, it can be controlled to reduce the number of non-motorized objects entering the non-motorized road section from the first road section. The specific control modes can be various, for example, the number of non-motorized objects entering the non-motorized road section from the first road section area can be reduced through various modes such as voice prompt, equipment interception or signal lamp control.
For example, in the case where the solution of the present embodiment is implemented by the road supervision platform, the road supervision platform may issue a current limit instruction for the first road segment area to the road side controller and/or the signal controller for controlling the traffic signal lamp. Correspondingly, the road side controller can output prompt information in the form of voice or text and the like, for example, the prompt information can prompt that the flow of the non-motorized object entering the non-motorized road section from the first road section area is overlarge, and select to wait or bypass and the like. Or, the road side controller controls and opens the device which is arranged in the first road section area and used for limiting the travel of pedestrians or non-motor vehicles, and the like, so as to reduce the flow of the first road section area entering the non-motor vehicle road section. Similarly, the signal controller may control the change in the traffic signal such that the time for a non-motorized object in the first road segment area to wait for entry into the non-motorized road segment is relatively prolonged.
If the embodiment is executed by the road side controller, the road side controller can execute the output of the prompt information in the form of voice or text, or control the corresponding interception device to perform the flow of the non-motorized object. The current limit request may also be submitted to the road supervision platform to cause the road supervision platform to control traffic signal lamp changes to cause a relatively extended time for non-motorized objects of the first road segment area to wait for entry into the non-motorized road segment.
Similarly, if the second number is at risk, it may also be controlled to reduce the number of non-motorized objects entering the non-motorized road segment from the first road segment area. The specific manner is similar to the control manner above, and will not be described again here.
From the above, in the process of controlling the flow of the non-motor vehicle road segment in the present application, the number of non-motor objects in different road segment areas in the target road segment may cross the street from the non-motor vehicle road segment is determined based on the total number of non-motor objects in the target road segment associated with the non-motor vehicle road segment. Because the number of pedestrians, non-motor vehicles and other objects in the non-motor vehicle road section is greatly influenced by the road sections related to the non-motor vehicle road section, the number of non-motor objects entering the non-motor vehicle road section in different road section areas of the target road section is controlled by combining the number of non-motor objects possibly crossing the non-motor vehicle road section in different road section areas of the target road section, so that the traffic of pedestrians, non-motor vehicles and the like in the non-motor vehicle road section can be controlled more timely and effectively, the traffic of pedestrians, non-motor vehicles and the like in the non-motor vehicle road section can be controlled more reasonably, and the safety of intelligent roads can be improved.
It will be appreciated that, based on the basic characteristics of the uniform distribution, non-motorized objects such as pedestrians and non-motorized vehicles may appear at any position of the target road section, and thus, for a non-motorized road section at any end of the target road section, in the case that the total number of non-motorized objects of the target road section is determined, the number of non-motorized objects in different road section areas in the target road section, which need to cross the street from the non-motorized road section, may be related to the area of the different road section areas in the target road section. For example, the probability of the first road segment region where the non-maneuver object appears on the reference point side may be equal to the ratio of the area of the first road segment region to the area of the target road segment.
Based on the analysis, after determining a first road section area and a second road section area of the target road section based on the position of the reference point, a first area ratio of the first road section area to the target road section can be determined, wherein the first area ratio is a first probability that a non-mobile object of the target road section is positioned in the first road section area; and determining a second area ratio of the second road section area to the target road section, and determining the second area ratio as a second probability that the non-motorized object of the target road section is located in the second road section area.
Accordingly, based on the total number and the first probability, a first number of non-motorized objects within the first road segment region to cross the street from the non-motorized road segment may be determined. For example, the total number is multiplied by a first probability to obtain the first number. Similarly, a second number of non-motorized objects within the second road segment area to cross the street from the non-motorized road segment is determined based on the total number and the second probability.
The first area ratio of the first road section area to the target road section may be: and respectively calculating the area of the first road section area and the area of the target road section, and calculating the area ratio of the first road section area and the target road section area. The first area ratio may also be a ratio of the length of the first road segment region to the length of the target road segment, considering that the road surface width of the first road segment region is the same as the road surface width of the target road segment. The length of a road segment refers to the length along the road passing direction of the road segment, and the width of the road segment refers to the length perpendicular to the road passing direction. The second area ratio of the second road section area to the target road section is also similar, and will not be described again.
It will be appreciated that in addition to the area ratio of the road segment area to the target road segment affecting the number of non-motorized objects passing from the road segment area through the non-motorized road segment, the altitude of the non-motorized road segment at both ends of the target road segment relative to the target road segment also affects the probability of the non-motorized vehicle selecting to pass through the non-motorized road segment.
In general, the smaller the absolute value of the altitude of a non-motorized road segment relative to the target road segment, the greater the probability that a non-motorized object will choose to cross a street through the non-motorized road segment. On the basis, the method and the device can also combine the altitude of the non-motor vehicle road section relative to the target road section to comprehensively determine the number of non-motor objects passing through the non-motor vehicle road section in each road section area in the target road section.
For ease of understanding, a schematic flow chart of determining a first number of non-motorized objects in a first road segment area that need to cross a street from a non-motorized road segment and a second number of non-motorized objects in a second road segment area that need to cross a street from a non-motorized road segment in the present application is illustrated by way of example in fig. 4. The process may include:
s401, determining a first road section area and a second road section area of the target road section based on the position of the reference point.
S402, determining a first area ratio of the first road segment area to the target road segment, and determining the first area ratio as a first probability that a non-motorized object of the target road segment is located in the first road segment area.
S403, determining a second area ratio of the second road section area to the target road section, and determining the second area ratio as a second probability that the non-motorized object of the target road section is located in the second road section area.
S404, determining the relative altitude of the non-motor vehicle road segment corresponding to each end of the target road segment relative to the target road segment.
It will be appreciated that if a non-motor road segment is higher than a target road segment, the corresponding relative altitude of the non-motor road segment is greater than zero. If the non-motor road segment is below the target road segment, the relative altitude of the non-motor road segment is less than zero. If the non-motor road segment is at the same level as the target road segment, the relative altitude of the non-motor road segment is zero.
It should be noted that the sequence of S402 to S404 is not limited to that shown in fig. 4, and the three steps may be interchanged or performed simultaneously in practical application.
S405, based on the relative altitudes corresponding to the non-motor vehicle road segments at the two ends of the target road segment, the street crossing probability of the non-motor vehicle from the non-motor vehicle road segment at each end of the target road segment is respectively determined.
If, for example, the non-motor road segment corresponding to one end of the target road segment is a first non-motor road segment and the other end is a second non-motor road segment, then the street crossing probability of the non-motor object from the first non-motor road segment and the street crossing probability of the non-motor object from the second non-motor road segment need to be determined respectively.
There are a variety of ways to determine the probability of crossing the street. For example, in one possible implementation, two street-crossing probabilities may be set for any one of the relative altitude ratios, i.e., a correspondence of street-crossing probability pairs corresponding to different altitude ratios may be set, where the street-crossing probability pairs include two street-crossing probabilities. On the basis, the relative altitude ratio of the non-motor vehicle road sections at the two ends of the target road section can be determined, and the corresponding street crossing probabilities of the non-motor vehicle road sections at the two ends are determined according to the set corresponding relation.
In yet another possible scenario, the probability of crossing a street may also be assigned in combination with the altitude of the non-motor road segment at both ends of the target road segment. Taking the example that the non-locomotive road sections at the two ends of the target road section are a first non-locomotive road section and a second non-locomotive road section respectively, the following is specific:
if the relative altitude of the first non-motor road section and the relative altitude of the second non-motor road section are both zero, the street crossing probability of the non-motor object from the first non-motor road section and the street crossing probability of the non-motor object from the second non-motor road section are both set to be 1/2.
If the relative altitude of the first non-motor road segment and the relative altitude of the second non-motor road segment are not all zero, then the sum of the absolute value of the relative altitude of the first non-motor road segment and the absolute value of the relative altitude of the second non-motor road segment is calculated. Correspondingly, the ratio of the absolute value of the relative altitude of the second non-motor road segment to the sum can be determined as the street crossing probability of the non-motor object from the first non-motor road segment; and determining the ratio of the absolute value of the relative altitude of the first non-motor road section to the sum as the street crossing probability of the non-motor object crossing the street from the second non-motor road section.
And S406, determining the product among the total number, the first probability and the street crossing probability corresponding to the non-motor vehicle road segments aiming at the non-motor vehicle road segments at each end of the target road segment as the first number of non-motor objects to be crossed from the non-motor vehicle road segments in the first road segment region.
And S407, determining the product among the total number, the second probability and the street crossing probability corresponding to the non-motor vehicle road segments as the second number of non-motor objects to be crossed from the non-motor vehicle road segments in the second road segment region aiming at the non-motor vehicle road segments at each end of the target road segment.
It will be appreciated that steps S405 and S406 are calculated according to the use characteristics of the non-motor vehicle on the road and the probability theory of mutually independent events. In practice, it is possible for any non-motorized object to choose to cross a street from either the first or second non-motorized road segment, regardless of which side of the reference point the non-motorized road segment is (e.g., forward or backward of the reference point in fig. 3a or 3 b). For example, while a person is in front of the reference point, and his destination is the other side of the street behind the reference point, as described in connection with fig. 3a, he may choose to cross the street from the second non-motor road segment. It can be seen that the non-motorized road segment is located on the reference point side (back or front) and the non-motorized object can be approximated as two random events independent of each other from the first non-motorized road segment or the second non-motorized road segment.
Based on the above, it can be derived that: p (non-motorized object crossing from the first non-motorized road segment of the target road segment) =p (non-motorized object crossing from the first non-motorized road segment and from the first non-motorized road segment) =p (non-motorized object crossing from the first non-motorized road segment)
For ease of understanding, controlling the number of non-motorized objects that enter the non-motorized road segment in the first road segment region and the second road segment region based on the first number and the second number, respectively, is described below as controlling in conjunction with a first historical average flow of non-motorized objects in the first road segment region across the street from the non-motorized road segment and a second historical average flow of non-motorized objects in the second road segment region across the street from the non-motorized road segment. Fig. 5 is a schematic flow chart of another embodiment of a method for controlling a non-motorized object according to the present application, where the method of the present embodiment may include:
s501, determining the position of a reference point in a target road section to be analyzed.
The two ends of the target road section are respectively intersected with projections of different non-motor vehicle road sections on the plane where the target road section is located.
S502, obtaining the total number of non-motorized objects in the current target road section.
S503, for each non-mobile road segment, determining, based on the total number, a first number of non-mobile objects to cross the street from the non-mobile road segment in a first road segment area, and a second number of non-mobile objects to cross the street from the non-mobile road segment in a second road segment area of the target road segment.
This step may be referred to in relation to any of the previous embodiments, and will not be described in detail herein.
S504, for each non-motor vehicle road segment, acquiring a first historical average flow of non-motor objects in a first road segment area from the non-motor vehicle road segment and a second historical average flow of non-motor objects in a second road segment area from the non-motor vehicle road segment.
The determination of the first historical average flow rate and the second historical average flow rate may be referred to the relevant description of the previous embodiments, and will not be described herein.
S505, for each non-motor vehicle road segment, determining a first difference value between the first quantity and the first historical average flow, and calculating a first ratio of the absolute value of the first difference value to the first historical average flow.
S506, if the first ratio is larger than the historical traffic accident rate, limiting the number of non-motorized objects entering the non-motorized road section from the first road section area.
The historical traffic accident rate can be obtained by analyzing the number or flow of the non-motor vehicles passing through the non-motor vehicle road section and the number of traffic accidents, and on the basis, the historical traffic accident rate can be the historical traffic accident rate corresponding to the non-motor vehicle road section. In the application, the historical traffic accident rate suitable for all the non-motor vehicle road sections of the intelligent road can be finally determined by analyzing the traffic and traffic accident data of all the non-motor vehicle road sections of the intelligent road.
It is understood that the goal of controlling the flow of the non-motorized object is to reduce the traffic accident rate caused by the non-motorized object, and the data reasoning is combined with the fact that the number of non-motorized objects is increased by a necessary condition to achieve the goal, so that the historical traffic accident rate cannot be exceeded. Based on this, if the ratio of the first number of non-motorized objects to cross the street from the non-motorized road segment to the historical average flow in the current first road segment zone has exceeded the historical traffic accident rate, this would be detrimental to reducing the historical traffic accident rate of the non-motorized objects.
S507, determining a second difference value between the second quantity and a second historical average flow, and calculating a second ratio of an absolute value of the second difference value to the second historical average flow.
If it is determined that the second number has a safety risk based on the second historical average flow, S508, the number of non-motorized objects entering the non-motorized road segment from the second road segment region is limited.
It can be understood that in this embodiment, not only the influence of the number of the non-motorized objects in each road section area in the target road section associated with each non-motorized road section on the flow rate of the non-motorized road section is considered, but also the number of the non-motorized objects passing through the non-motorized road section in each road section area of the target road section is adjusted in combination with the historical traffic accident rate, so that the flow rate of the non-motorized objects required to be carried by the non-motorized road section is controlled more reasonably, and the traffic accident rate is reduced.
In order to make the solution of the present application more intuitive, a method for controlling a non-motorized object of the present application will be described below with reference to fig. 3a by taking an implementation manner as an example. Fig. 6 is a schematic flow chart of a control method of a non-motorized object, which is taken as an example of a non-motorized vehicle for convenience of description. The method of the embodiment can comprise the following steps:
s601, determining a first road section area and a second road section area of a target road section based on the position of a reference point of the target road section to be analyzed, and determining a first probability that a non-motor vehicle exists in the first road section area and a second probability that the non-motor vehicle exists in the second road section area.
Wherein one end of the target road section is intersected with the projection of the first non-motor vehicle road section, and the other end of the target road section is intersected with the projection of the second non-motor vehicle road section
As shown in fig. 3a, assuming that the first road section area is an area above the reference point (an area indicated by an upward arrow), the length of the first road section area is the distance from the reference point to the first non-motor vehicle road section, and the length of the second road section area is the distance from the reference point to the second non-motor vehicle road section.
Assume that the length of the first road section is s front The length of the first road section area is s back Then a first probability p of the presence of a non-motor vehicle in the first road segment region front See equation one below:
p front ＝s front /(s front +s back ) (equation one);
similarly, the second probability of non-motor vehicle presence in the second road segment region is p back ：
p back ＝s back /(s front +s back ) (formula II);
s602, determining a first street crossing probability of the non-motor vehicle from the first non-motor vehicle road section and a second street crossing probability of the non-motor vehicle from the second non-motor vehicle road section based on a first relative altitude of the first non-motor vehicle road section relative to the target road section and a second relative altitude of the second non-motor vehicle road section relative to the target road section.
For example, in determining the first relative altitude h front A second altitude h back Thereafter, a first street probability p firstcross The second probability of crossing may be obtained by the following formula three, and the second probability of crossing may be obtained by the following formula four:
p firstcross ＝|h back |/(|h front |+|h back |) (formula three);
p secondcross ＝|h front |/(|h front |+|h back |) (equation four);
based on the above, the probabilities that the non-motor vehicles in the first road section area and the second road section area cross the street from the first non-motor vehicle road section are p respectively front p firstcross And p back p firstcross And the probabilities of the first road section area and the second road section area crossing the street from the second non-motor vehicle road section are p respectively front p secondcross And p back p secondcross 。
S603, obtaining the total number of non-motor vehicles in the current target road section.
For example, the non-motor vehicle entering the target road section in the latest history period is F in And F leaving the target non-motor road segment out . Then F in -F out I.e. the total number of non-motor vehicles traveling or remaining in the target road segment.
S604, determining the number of the non-motor vehicles needing to cross the street from the first non-motor vehicle road section in the first road section area and the second road section area, and the number of the non-motor vehicles needing to cross the street from the second non-motor vehicle road section in the first road section area and the second road section area respectively.
Wherein, the number of the non-motor vehicles that need to cross the street from the first non-motor vehicle road section in the first road section is: p is p front p firstcross (F in -F out ) The second road section requires the number p of non-motor vehicles crossing the street from the first non-motor vehicle road section back p firstcross (F in -F out )。
The number of non-motor vehicles required to cross the street from the second non-motor vehicle road section in the first road section is p front p secondcross (F in -F out ) While the second road segment requires the number p of non-motor vehicles crossing the street from the first non-motor vehicle segment back p secondcross (F in -F out )。
S605, aiming at the first non-motor vehicle road section, controlling and adjusting the flow of the non-motor vehicles passing through the first non-motor vehicle road section in the first road section and the second road section according to the number of the non-motor vehicles needing to pass through the street in the first road section and the second road section, the historical average flow of the non-motor objects passing through the street in the first road section, the historical average flow of the non-motor objects passing through the street in the second road section and the set historical traffic accident rate.
Specifically, it may be determined that the first road section area needs to cross the number p of streets from the first non-motor vehicle road section front p firstcross (F in -F out ) Historical average flow of non-motorized objects from first non-motorized road segment across street with first road segment zoneWhether the relative difference between them is not greater than the historical traffic accident rate p history The method comprises the following steps: judging whether the formula five is established or not:
if the formula five is established, the quantity of the non-motor vehicles passing through the street of the first non-motor vehicle road section in the first road section is not required to be adjusted; if equation five does not hold, it is desirable to reduce the number of non-motor vehicles that the first road segment area crosses the first non-motor vehicle road segment.
Similarly, it can be determined that the second road section needs to cross the number p of streets from the first non-motor vehicle road section back p firstcross (F in -F out ) Historical average flow F of non-motorized objects crossing a street from a first non-motorized road segment with a second road segment back_firstcross Whether the relative difference between them is not greater than the historical traffic accident rate p history The method comprises the following steps: judging whether the formula six is true:
if the formula six is established, the number of the non-motor vehicles passing through the street of the first non-motor vehicle road section in the second road section is not required to be adjusted; if equation six does not hold, it is necessary to reduce the number of non-motor vehicles that the second road segment crosses the street through the first non-motor vehicle segment.
S606, aiming at the second non-motor vehicle road section, controlling and adjusting the flow of the non-motor vehicles passing through the second non-motor vehicle road section in the first road section and the second road section according to the number of the non-motor vehicles needing to cross the street from the second non-motor vehicle road section in the first road section and the second road section, the historical average flow of the non-motor objects crossing the street from the second non-motor vehicle road section in the first road section and the set historical traffic accident rate.
As in step S607, it can be determined that the first road segment region needs to cross the number p of streets from the second non-motor vehicle segment front p secondcross (F in -F out ) Historical average flow of non-motorized objects from a second non-motorized road segment across a street with a first road segment region Whether the relative difference between them is not greater than the historical traffic accident rate p history Namely, judging whether the formula seven is established:
if the formula seven is established, the quantity of the non-motor vehicles passing through the street of the second non-motor vehicle road section in the first road section is not required to be adjusted; if equation seven does not hold, it is necessary to reduce the number of non-motor vehicles that the first road segment crosses the street through the second non-motor vehicle segment.
Correspondingly, judging the number p of the second road section areas needing to cross the street from the second non-motor vehicle road section back p secondcross (F in -F out ) Historical average flow of non-motorized objects from first non-motorized road segment across street with second road segmentWhether the relative difference between them is not greater than the historical traffic accident rate p history The method comprises the following steps: judging whether the formula six is true:
if the formula eight is established, the quantity of the non-motor vehicles passing through the street of the second non-motor vehicle road section in the second road section is not required to be adjusted; if equation eight does not hold, then the number of non-motor vehicles that the second road segment crosses the second non-motor vehicle segment street needs to be reduced.
Corresponding to a method for controlling a non-motorized object of the present application, the present application further provides a device for controlling a non-motorized object, as shown in fig. 7, which shows a schematic structural diagram of an embodiment of a device for controlling a non-motorized object of the present application, where the device may include:
A reference point determining unit 701, configured to determine a position of a reference point in a target road segment to be analyzed, where two ends of the target road segment respectively intersect with projections of different non-motor vehicle road segments on a plane where the target road segment is located;
a total number determining unit 702, configured to obtain a total number of non-motorized objects in the current target road segment;
a section number determining unit 703, configured to determine, for each non-motor vehicle road segment, based on the total number, a first number of non-motor objects to be crossed from the non-motor vehicle road segment in a first road segment region, and a second number of non-motor objects to be crossed from the non-motor vehicle road segment in a second road segment region of the target road segment, where the first road segment region and the second road segment region are two regions where the target road segment is divided by a perpendicular line where a reference point is located, the perpendicular line being perpendicular to a road passing direction of the target road segment;
an object control unit 704 for controlling, for each of the non-motorized road segments, the number of non-motorized objects entering the non-motorized road segment from the first road segment area and the second road segment area based on the first number and the second number.
In one possible implementation, the object control unit includes:
a historical flow obtaining unit, configured to obtain, for each non-motor vehicle road segment, a first historical average flow of non-motor objects in the first road segment from the non-motor vehicle road segment, and a second historical average flow of non-motor objects in the second road segment from the non-motor vehicle road segment;
A first control unit configured to limit a number of non-motorized objects entering the non-motorized road segment from the first road segment region if it is determined that the first number has a safety risk based on the first historical average flow;
and the second control unit is used for limiting the number of non-motorized objects entering the non-motorized road section from the second road section if the second number is determined to have safety risk based on the second historical average flow.
Optionally, the object control unit further includes:
a first calculating unit configured to determine a first difference between the first number and a first historical average flow before the first control unit limits the number of non-motorized objects entering the non-motorized road section from the first road section area, and calculate a first ratio of an absolute value of the first difference to the first historical average flow;
the first risk determining unit is used for determining that the first quantity has safety risks if the first ratio is larger than the historical traffic accident rate;
a second calculating unit, configured to determine a second difference between the second number and a second historical average flow before limiting the number of non-motorized objects entering the non-motorized road section from the second road section, and calculate a second ratio of an absolute value of the second difference to the second historical average flow;
And the second risk determining unit is used for determining that the second number has safety risk if the second ratio is larger than the historical traffic accident rate.
In yet another possible implementation manner, the section number determining unit includes:
a section determining unit configured to determine a first link region and a second link region of the target link based on a position of the reference point;
a first probability determining unit, configured to determine a first area ratio of the first road segment area to the target road segment, and determine the first area ratio as a first probability that a non-mobile object of the target road segment is located in the first road segment area;
a second probability determining unit configured to determine a second area ratio of the second road segment region to the target road segment, and determine the second area ratio as a second probability that the non-maneuver object of the target road segment is located in the second road segment region;
a first number determining unit configured to determine a first number of non-motorized objects to cross a street from the non-motorized road segment within the first road segment region based on the total number and a first probability;
and a second number determining unit for determining a second number of non-motorized objects to cross the street from the non-motorized road segment in the second road segment area based on the total number and a second probability.
As an alternative, the apparatus may further include:
the altitude determining unit is used for determining the relative altitude of the non-motor vehicle road section corresponding to each end of the target road section relative to the target road section;
the street crossing probability determining unit is used for determining the street crossing probability of the non-motorized object from the non-motorized road segment at each end of the target road segment based on the corresponding relative altitude of the non-motorized road segments at each end of the target road segment;
the first number determining unit is specifically configured to determine a product among the total number, a first probability, and a street crossing probability corresponding to a non-motor vehicle road segment as a first number of non-motor objects to be crossed from the non-motor vehicle road segment in the first road segment region;
the second number determining unit is specifically configured to determine a product among the total number, the second probability, and the street crossing probability corresponding to the non-motor vehicle road segment as a second number of non-motor objects to be crossed from the non-motor vehicle road segment in the second road segment area.
Optionally, one end of the target road section intersects with the projection of the first non-motor vehicle road section on the plane of the target road section, and the other end of the target road section intersects with the projection of the second non-motor vehicle road section on the plane of the target road section;
An street crossing probability determination unit comprising:
a first street-crossing probability determining unit, configured to set, if the relative altitude of the first non-mobile road segment and the relative altitude of the second non-mobile road segment are both zero, a street-crossing probability of a non-mobile object crossing a street from the first non-mobile road segment and a street-crossing probability of a non-mobile object crossing a street from the second non-mobile road segment to be 1/2;
a second cross-street probability determining unit configured to calculate a sum of an absolute value of a relative altitude of the first non-motor road segment and an absolute value of a relative altitude of the second non-motor road segment if the relative altitude of the first non-motor road segment and the relative altitude of the second non-motor road segment are not all zero, and determine a ratio of the absolute value of the relative altitude of the second non-motor road segment to the sum as a cross-street probability of a non-motor object from the first non-motor road segment; and determining the ratio of the absolute value of the relative altitude of the first non-motor road section to the sum as the street crossing probability of the non-motor object crossing the street from the second non-motor road section.
In yet another possible implementation, the total number determining unit includes:
An in-out flow determining subunit, configured to obtain an entry number of the non-motorized object entering the target road section in a recent history period and an exit flow of the non-motorized object exiting from the target road section in the history period;
and the total number determining subunit is used for determining the difference value between the entering number and the leaving number as the total number of the non-motorized objects in the current target road section.
In yet another aspect, the present application further provides an electronic device, where the electronic device may be a roadside controller, or may be an independent server, a server in a server cluster, or a node in a cloud platform, or the like. Fig. 8 is a schematic diagram of a component architecture of the electronic device provided in the present application. In fig. 8, the electronic device 800 may include: a processor 801 and a memory 802.
Optionally, the electronic device may further include: a communication interface 803, an input unit 804 and a display 805 and a communication bus 806.
Wherein the processor 801, the memory 802, the communication interface 803, the input unit 804 and the display 805 all perform communication with each other through a communication bus 806.
In the embodiment of the present application, the processor 801 may be a central processing unit, an application specific integrated circuit, or the like.
The processor may call a program stored in the memory 802, and in particular, the processor may perform the operations performed by the road side controller or the server in the road supervision platform in the above embodiments.
The memory 802 is used to store one or more programs, and the programs may include program codes including computer operation instructions, and in this embodiment, at least a program for implementing the control method of the non-motorized object in any one of the above embodiments is stored in the memory.
In one possible implementation, the memory 802 may include a storage program area and a storage data area, where the storage program area may store an operating system, the above-mentioned programs, application programs required for functions such as image playback, and the like; the storage data area may store data created during use of the electronic device.
The communication interface 803 may be an interface of a communication module.
The present application may also include an input unit 804, which may include a touch sensing unit, a keyboard, and the like.
The display 805 includes a display panel such as a touch display panel or the like.
Of course, the electronic device structure shown in fig. 8 is not limited to the electronic device in the embodiment of the present application, and the electronic device may include more or fewer components than shown in fig. 8 or may combine some components in practical applications.
In another aspect, the present application further provides a storage medium having stored therein computer-executable instructions that, when loaded and executed by a processor, implement a method of controlling a non-motorized object according to any one of the embodiments above.
The present application also proposes a computer program product or a computer program comprising computer instructions stored in a computer readable storage medium. The processor of the computer device reads the computer instructions from the computer readable storage medium, and the processor executes the computer instructions, so that the computer device executes the method provided in various alternative implementations of the control method aspect of the non-motorized object or the control device aspect of the non-motorized object, and the specific implementation process may refer to the description of the corresponding embodiment and will not be repeated.
It should be noted that, in the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described as different from other embodiments, and identical and similar parts between the embodiments are all enough to be referred to each other. The features described in the various embodiments of the present disclosure may be interchanged or combined to enable persons skilled in the art to make or use the disclosure for apparatus-like embodiments, and since they are substantially similar to method embodiments, the description is relatively simple, and references to the details of method embodiments are only made.
Finally, it is further noted that relational terms such as first and second, and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises an element.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
The foregoing is merely a preferred embodiment of the present invention and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present invention, which are intended to be comprehended within the scope of the present invention.

Claims (14)

1. A method of controlling a non-motorized object, comprising:
determining the position of a reference point in a target road section to be analyzed, wherein two ends of the target road section are respectively intersected with projections of different non-motor vehicle road sections on a plane where the target road section is located, the non-motor vehicle road sections are road sections for pedestrians or non-motor vehicles to pass through from one side of the target road section to the other side of the target road section, and two sides of the target road section are side edges parallel to the road passing direction in the target road section;
obtaining the total number of non-motorized objects in the current target road section;
for each non-motor road segment, determining a first number of non-motor objects to be crossed from the non-motor road segment in a first road segment area and a second number of non-motor objects to be crossed from the non-motor road segment in a second road segment area of the target road segment, wherein the first road segment area and the second road segment area are two areas of the target road segment separated by a perpendicular line of the reference point, and the perpendicular line is perpendicular to the road passing direction of the target road segment;
Controlling, for each non-motorized road segment, a number of non-motorized objects entering the non-motorized road segment from the first and second road segment regions based on the first and second numbers;
wherein the controlling the number of non-motorized objects entering the non-motorized road segment from the first road segment region and the second road segment region based on the first number and the second number comprises:
acquiring a first historical average flow of non-motorized objects in the first road section from the non-motorized road section and a second historical average flow of non-motorized objects in the second road section from the non-motorized road section;
if it is determined that the first number has a safety risk based on the first historical average flow, limiting the number of non-motorized objects entering the non-motorized road segment from the first road segment region;
if it is determined that the second number has a safety risk based on the second historical average flow, limiting the number of non-motorized objects entering the non-motorized road segment by the second road segment area.
2. The method of claim 1, wherein the controlling the number of non-motorized objects entering the non-motorized road segment from the first road segment region and the second road segment region based on the first number and the second number further comprises:
Determining a first difference between the first quantity and a first historical average flow, and calculating a first ratio of an absolute value of the first difference to the first historical average flow;
if the first ratio is greater than the historical traffic accident rate, determining that the first quantity has a safety risk;
determining a second difference between the second quantity and a second historical average flow, and calculating a second ratio of an absolute value of the second difference to the second historical average flow;
and if the second ratio is greater than the historical traffic accident rate, determining that the second number has a safety risk.
3. The method of claim 1, wherein the determining a first number of non-motorized objects within the first road segment region to cross the street from the non-motorized road segment and a second number of non-motorized objects within the second road segment region of the target road segment to cross the street from the non-motorized road segment comprises:
determining a first road segment region and a second road segment region of the target road segment based on the position of the reference point;
determining a first area ratio of the first road section area to the target road section, and determining the first area ratio as a first probability that a non-motorized object of the target road section is located in the first road section area;
Determining a second area ratio of the second road section area to the target road section, and determining the second area ratio as a second probability that a non-motorized object of the target road section is located in the second road section area;
determining a first number of non-motorized objects within the first road segment region to cross a street from the non-motorized road segment based on the total number and a first probability;
based on the total number and a second probability, a second number of non-motorized objects within the second road segment area to cross a street from the non-motorized road segment is determined.
4. A method according to claim 3, further comprising:
determining the relative altitude of a non-motor vehicle road section corresponding to each end of the target road section relative to the target road section;
based on the relative altitudes corresponding to the non-motor vehicle road segments at the two ends of the target road segment, respectively determining the street crossing probability of the non-motor object from the non-motor vehicle road segments at each end of the target road segment;
for each non-motorized road segment, the determining a first number of non-motorized objects within the first road segment region to cross a street from the non-motorized road segment based on the total number and a first probability comprises:
Determining the product among the total number, the first probability and the street crossing probability corresponding to the non-motor vehicle road section as a first number of non-motor objects to be crossed from the non-motor vehicle road section in the first road section area;
for each non-motorized road segment, the determining, based on the total number and a second probability, a second traffic of non-motorized objects within the second road segment to cross the street from the non-motorized road segment, comprising:
and determining the product among the total number, the second probability and the street crossing probability corresponding to the non-motor vehicle road section as a second number of non-motor objects to be crossed from the non-motor vehicle road section in the second road section area.
5. The method of claim 4, wherein one end of the target segment intersects a projection of a first non-motor vehicle segment on a plane of the target segment, and the other end of the target segment intersects a projection of a second non-motor vehicle segment on the plane of the target segment;
the determining the street crossing probability of the non-motorized object from the non-motorized road segment at each end of the target road segment based on the relative altitude corresponding to the non-motorized road segments at each end of the target road segment comprises the following steps:
If the relative altitude of the first non-motor vehicle road section and the relative altitude of the second non-motor vehicle road section are both zero, setting the street crossing probability of the non-motor object from the first non-motor vehicle road section and the street crossing probability of the non-motor object from the second non-motor vehicle road section to be 1/2;
if the relative altitude of the first non-motor road segment and the relative altitude of the second non-motor road segment are not all zero, calculating the sum of the absolute value of the relative altitude of the first non-motor road segment and the absolute value of the relative altitude of the second non-motor road segment, and determining the ratio of the absolute value of the relative altitude of the second non-motor road segment to the sum as the street crossing probability of the non-motor object from the first non-motor road segment; and determining the ratio of the absolute value of the relative altitude of the first non-motor vehicle road section to the sum as the street crossing probability of the non-motor object crossing the street from the second non-motor vehicle road section.
6. The method of claim 1, wherein the obtaining the total number of non-motorized objects in the current target road segment comprises:
obtaining the entering quantity of non-motorized objects entering the target road section in the latest historical time period and the leaving flow of the non-motorized objects leaving the target road section in the historical time period;
And determining the difference value between the entering number and the leaving number as the total number of non-motorized objects in the current target road section.
7. A control device for a non-motorized object, comprising:
the system comprises a reference point determining unit, a reference point analyzing unit and a control unit, wherein the reference point determining unit is used for determining the position of a reference point in a target road section to be analyzed, two ends of the target road section are respectively intersected with projections of different non-motor vehicle road sections on a plane where the target road section is located, the non-motor vehicle road sections are road sections for pedestrians or non-motor vehicles to pass through from one side of the target road section to the other side of the target road section, and two sides of the target road section are side edges parallel to the road passing direction in the target road section;
a total number determining unit for obtaining the total number of non-motorized objects in the current target road section;
a section number determining unit configured to determine, for each non-motor vehicle road segment, a first number of non-motor objects to be crossed from the non-motor vehicle road segment in a first road segment region, and a second number of non-motor objects to be crossed from the non-motor vehicle road segment in a second road segment region of the target road segment, based on the total number, the first road segment region and the second road segment region being two regions in which the target road segment is divided by a perpendicular line in which the reference point is located, the perpendicular line being perpendicular to a road passing direction of the target road segment;
An object control unit configured to control, for each of the non-motor vehicle road segments, the number of non-motor objects entering the non-motor vehicle road segment from the first road segment region and the second road segment region based on the first number and the second number;
wherein the object control unit includes:
a historical flow obtaining unit, configured to obtain, for each non-mobile road segment, a first historical average flow of non-mobile objects in the first road segment from the non-mobile road segment, and a second historical average flow of non-mobile objects in the second road segment from the non-mobile road segment;
a first control unit configured to limit a number of non-motorized objects entering the non-motorized road segment by the first road segment area if it is determined that the first number has a safety risk based on the first historical average flow;
and the second control unit is used for limiting the number of non-motorized objects entering the non-motorized road section from the second road section if the second number is determined to have safety risk based on the second historical average flow.
8. The apparatus of claim 7, wherein the object control unit further comprises:
A first calculating unit, configured to determine a first difference between the first number and a first historical average flow before the first control unit limits the number of non-motorized objects entering the non-motorized road section from the first road section area, and calculate a first ratio of an absolute value of the first difference to the first historical average flow;
a first risk determining unit, configured to determine that the first number has a safety risk if the first ratio is greater than a historical traffic accident rate;
a second calculating unit configured to determine a second difference between the second number and a second historical average flow before limiting the number of non-motorized objects entering the non-motorized road section from the second road section, and calculate a second ratio of an absolute value of the second difference to the second historical average flow;
and the second risk determining unit is used for determining that the second number has safety risks if the second ratio is larger than the historical traffic accident rate.
9. The apparatus according to claim 7, wherein the section number determining unit includes:
a section determining unit configured to determine a first link region and a second link region of the target link based on a position of the reference point;
A first probability determining unit configured to determine a first area ratio of the first road section area to the target road section, and determine the first area ratio as a first probability that a non-maneuver object of the target road section is located in the first road section area;
a second probability determination unit configured to determine a second area ratio of the second road segment region to the target road segment, and determine the second area ratio as a second probability that a non-maneuver object of the target road segment is located in the second road segment region;
a first number determining unit configured to determine a first number of non-motorized objects to cross a street from the non-motorized road segment within the first road segment region based on the total number and a first probability;
and a second number determining unit configured to determine a second number of non-motorized objects to cross the street from the non-motorized road segment within the second road segment region based on the total number and a second probability.
10. The apparatus of claim 9, wherein the apparatus further comprises:
the altitude determining unit is used for determining the relative altitude of the non-motor vehicle road section corresponding to each end of the target road section relative to the target road section;
the street crossing probability determining unit is used for determining street crossing probabilities of non-motorized objects from the non-motorized road sections at each end of the target road section based on the corresponding relative altitudes of the non-motorized road sections at each end of the target road section;
The first number determining unit is specifically configured to determine a product among the total number, a first probability, and a probability of crossing a street corresponding to a non-motor vehicle road segment as a first number of non-motor objects to be crossed from the non-motor vehicle road segment in the first road segment;
the second number determining unit is specifically configured to determine a product among the total number, the second probability, and the street crossing probability corresponding to the non-mobile vehicle road segment as a second number of non-mobile objects to be crossed from the non-mobile vehicle road segment in the second road segment area.
11. The apparatus of claim 10, wherein one end of the target segment intersects a projection of a first non-motor vehicle segment on a plane of the target segment, and the other end of the target segment intersects a projection of a second non-motor vehicle segment on the plane of the target segment;
the street crossing probability determining unit includes:
a first street-crossing probability determining unit, configured to set, if the relative altitude of the first non-motor vehicle road segment and the relative altitude of the second non-motor vehicle road segment are both zero, both the street-crossing probability of a non-motor object crossing a street from the first non-motor vehicle road segment and the street-crossing probability of a non-motor object crossing a street from the second non-motor vehicle road segment to 1/2;
A second cross-street probability determining unit configured to calculate a sum of an absolute value of a relative altitude of the first non-motor road segment and an absolute value of a relative altitude of the second non-motor road segment if the relative altitude of the first non-motor road segment and the relative altitude of the second non-motor road segment are not all zero, and determine a ratio of the absolute value of the relative altitude of the second non-motor road segment to the sum as a cross-street probability of a non-motor object from the first non-motor road segment; and determining the ratio of the absolute value of the relative altitude of the first non-motor vehicle road section to the sum as the street crossing probability of the non-motor object crossing the street from the second non-motor vehicle road section.
12. The apparatus according to claim 7, wherein the total number determination unit includes:
an in-out flow determining subunit, configured to obtain an entry number of non-motorized objects entering the target road section in a recent history period and an exit flow of non-motorized objects exiting from the target road section in the history period;
and the total number determining subunit is used for determining the difference value between the entering number and the leaving number as the total number of the non-motorized objects in the current target road section.
13. An electronic device comprising a memory and a processor;
wherein the memory is used for storing programs;
the processor is configured to execute the program, in particular to implement the method of controlling a non-motorized object according to any one of claims 1 to 6 when the program is executed.
14. A storage medium storing a program which, when executed, is adapted to carry out the control method of a non-motorized object according to any one of claims 1 to 6.
CN202011109183.2A 2020-10-16 2020-10-16 Control method and device for non-motorized object, electronic equipment and storage medium Active CN112164232B (en)

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