CN112270836A - Traffic flow control method, device, equipment and storage medium - Google Patents
Traffic flow control method, device, equipment and storage medium Download PDFInfo
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- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
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- G—PHYSICS
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- G08G1/00—Traffic control systems for road vehicles
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Abstract
The application provides a traffic flow control method, a device, equipment and a storage medium, wherein the method comprises the following steps: and acquiring the average traffic flow of the target road, a first correlation coefficient of each dangerous section of the target road and a second correlation coefficient of a non-dangerous section of the target road. And controlling the traffic flow of the dangerous road section and the traffic flow of the non-dangerous road section according to the average traffic flow, the first correlation coefficient and the second correlation coefficient. The method takes the difference between the dangerous road section and the non-dangerous road section into consideration, and also takes the correlation between the historical traffic flow of the target road and the historical traffic accident frequency of the dangerous road section and the correlation between the historical traffic flow of the target road and the historical traffic accident frequency of the non-dangerous road section into consideration, so that the traffic flow control effect can be improved.
Description
Technical Field
The embodiment of the application relates to the technical field of industry application, in particular to a traffic flow control method, a traffic flow control device, traffic flow control equipment and a storage medium.
Background
Traffic accidents on expressways are not rare at present, and because the speed of the vehicle is high, the caused traffic accidents are often quite serious because of the existence of a plurality of 'dangerous road sections' on the expressways. Since it is important to control the traffic flow on the highway.
In the prior art, a vehicle flow control device can acquire the total mileage of a highway from a traffic management department or a highway management department and record the total mileage as s; and the traffic flow control device can obtain the real-time traffic flow of the expressway in real time through the statistical data of the drive test device or the expressway toll stationThe quantity (i.e. the total number of vehicles on the highway) is denoted as F. When the vehicle runs on the expressway, it is wisdom-oriented to expect that the vehicle is relatively uniformly distributed on the expressway, which is advantageous for both driving safety and highway maintenance, so that an ideal traffic flow in an average unit distance of the expressway, i.e., an ideal average traffic flow, is
That is, the traffic flow control apparatus controls the traffic flow to be uniform for each section on the expressway
However, the control effect of the currently provided traffic flow control method is not good.
Disclosure of Invention
The application provides a traffic flow control method, a device, equipment and a storage medium, so that the traffic flow control effect can be improved.
In a first aspect, the present application provides a traffic flow control method, including: and acquiring the average traffic flow of the target road, a first correlation coefficient of each dangerous section of the target road and a second correlation coefficient of a non-dangerous section of the target road. And controlling the traffic flow of the dangerous road section and the traffic flow of the non-dangerous road section according to the average traffic flow, the first correlation coefficient and the second correlation coefficient.
In a second aspect, the present application provides a vehicle flow control device comprising: the device comprises an acquisition module and a control module, wherein the acquisition module is used for acquiring the average traffic flow of a target road, a first correlation coefficient of at least one dangerous section of the target road and a second correlation coefficient of a non-dangerous section of the target road. The control module is used for controlling the traffic flow of the dangerous road section and the traffic flow of the non-dangerous road section according to the average traffic flow, the first correlation coefficient and the second correlation coefficient.
In a third aspect, there is provided a vehicle flow rate control apparatus comprising: a processor and a memory, the memory for storing a computer program, the processor for invoking and executing the computer program stored in the memory to perform the method of the first aspect.
In a fourth aspect, there is provided a computer readable storage medium for storing a computer program for causing a computer to perform the method of the first aspect.
In the application, the traffic flow control device controls the traffic flow of the dangerous road section and the traffic flow of the non-dangerous road section according to the average traffic flow, the first correlation coefficient and the second correlation coefficient, namely, the difference between the dangerous road section and the non-dangerous road section is considered, meanwhile, the correlation between the historical traffic flow of the target road and the historical traffic accident frequency of the dangerous road section and the correlation between the historical traffic flow of the target road and the historical traffic accident frequency of the non-dangerous road section are also considered, and therefore the traffic flow control effect can be improved.
Furthermore, since the first correlation coefficient of the dangerous road section is the correlation coefficient of the historical traffic flow of the target road and the historical traffic accident frequency of the dangerous road section, and the second correlation coefficient of the non-dangerous road section is the correlation coefficient of the historical traffic flow of the target road and the historical traffic accident frequency of the non-dangerous road section, the traffic flow of each road section is adjusted and controlled according to the first correlation coefficient and the second correlation coefficient, which is equivalent to indirectly reducing the traffic accident rate of different road sections, especially the dangerous road section, and further reducing the traffic accident rate of the whole target road, namely improving the traffic flow control effect.
Furthermore, the traffic flow control device may determine the dangerous road segment and the non-dangerous road segment according to the received identifications of the dangerous road segment and the non-dangerous road segment, and may also determine the dangerous road segment and the non-dangerous road segment according to the number of historical traffic accidents of each road segment, so that the dangerous road segment and the non-dangerous road segment may be effectively distinguished.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings needed to be used in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic diagram of a communication system 100 according to an embodiment of the present application;
fig. 2 is a schematic diagram of another communication system 200 according to an embodiment of the present application;
fig. 3 is a flowchart of a traffic flow control method according to an embodiment of the present application;
fig. 4 is a schematic diagram of a vehicle flow control device 400 according to an embodiment of the present application;
fig. 5 is a schematic block diagram of a vehicle flow rate control device 500 provided in an embodiment of the present application.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or server that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
As described above, in the conventional art, the vehicle flow rate control device controls the vehicle flow rates to the desired average vehicle flow rate
However, this control method does not distinguish between dangerous segments and non-dangerous segments, resulting in poor traffic flow control effect.
In order to solve the technical problem, the invention of the application distinguishes the dangerous road section and the non-dangerous road section to respectively control the traffic flow on the dangerous road section and the non-dangerous road section.
Exemplarily, fig. 1 is a schematic diagram of a communication system 100 according to an embodiment of the present application, and as shown in fig. 1, the communication system 100 includes: the traffic control device 110, the management server 120, the network device 130, and the drive test device 140.
It should be understood that the drive test device 140 may measure the traffic flow of the target road segment within a preset time period and upload the measured traffic flow to the management server 120 through the network device 130, and the management server 120 may obtain real-time data on the target road, such as an average traffic flow on the target road, according to the traffic flow within the preset time period and the length of the target road segment. The management server 120 may also store historical data on the target road, such as historical traffic accident times over different historical time periods. The management server 120 may upload the acquired real-time data and historical data on the target road to the traffic flow control device 110, so that the traffic flow control device 110 controls the traffic flow of each road segment on the target road.
Fig. 1 exemplarily shows one management server 120, one network device 130, and one drive test device 140, and optionally, the communication system 100 may include a plurality of management servers 120, a plurality of network devices 130, and another number of drive test devices 140, which is not limited in this embodiment.
Optionally, the communication system 100 may further include other network entities such as a network controller, a mobility management entity, and the like, which is not limited in this embodiment.
Exemplarily, fig. 2 is a schematic diagram of another communication system 200 provided in an embodiment of the present application, and as shown in fig. 2, the communication system 200 includes: traffic control device 210, network device 220, and drive test device 230.
It should be understood that the drive test device 230 may measure the traffic flow of the target road segment within a preset time period and upload the measured traffic flow to the traffic flow control device 210 through the network device 220, and the traffic flow control device 210 may obtain real-time data on the target road, such as an average traffic flow on the target road, according to the traffic flow within the preset time period and the length of the target road segment. The traffic flow control device 210 may further store historical data on the target road, such as historical times of traffic accidents in different historical time periods, and further, the traffic flow control device 210 may control the traffic flow of each road segment on the target road according to the obtained real-time data and the historical data.
Fig. 2 exemplarily shows one network device 220 and one drive test device 230, and optionally, the communication system 200 may include a plurality of network devices 220 and another number of drive test devices 230, which is not limited in this embodiment of the present application.
Optionally, the communication system 200 may further include other network entities such as a network controller, a mobility management entity, and the like, which is not limited in this embodiment.
It should be understood that the Network device may be an Access Point (AP) in a Wireless Local Area Network (WLAN), a Base Transceiver Station (BTS) in a Global System of Mobile communication (GSM) System or Code Division Multiple Access (CDMA), a Base Station (NodeB, NB) in a Wideband Code Division Multiple Access (WCDMA), an evolved Node B (eNB or eNodeB) in Long Term Evolution (Long Term Evolution, LTE), or a relay Station or Access Point, or a Base Station (gbb) in a New Wireless (New Radio, NR) Network or a Network in a Public Land Mobile Network (PLMN) Network of future Evolution, and so on. This is not limited by the present application.
It should be understood that the terms "system" and "network" are often used interchangeably herein in this application. The term "and/or" herein is merely an association describing an associated object, meaning that three relationships may exist, e.g., a and/or B, may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.
Optionally, the traffic flow control device provided by the present application may be an independent physical device, or may be a device cluster or a distributed system formed by a plurality of physical devices. Alternatively, the traffic flow control device provided by the present application may be a cloud server cluster, each cloud server cluster may include at least one cloud server, and the at least one cloud server may perform traffic flow control.
When the traffic flow control device is a cloud server cluster, it controls the traffic flow of each section on the target road, involving cloud computing.
Cloud computing (cloud computing) refers to a delivery and use mode of an IT infrastructure, and refers to obtaining required resources in an on-demand and easily-extensible manner through a network; the generalized cloud computing refers to a delivery and use mode of a service, and refers to obtaining a required service in an on-demand and easily-extensible manner through a network. Such services may be IT and software, internet related, or other services. Cloud Computing is a product of development and fusion of traditional computers and Network Technologies, such as Grid Computing (Grid Computing), distributed Computing (distributed Computing), Parallel Computing (Parallel Computing), Utility Computing (Utility Computing), Network Storage (Network Storage Technologies), Virtualization (Virtualization), Load balancing (Load Balance), and the like.
With the development of diversification of internet, real-time data stream and connecting equipment and the promotion of demands of search service, social network, mobile commerce, open collaboration and the like, cloud computing is rapidly developed. Different from the prior parallel distributed computing, the generation of cloud computing can promote the revolutionary change of the whole internet mode and the enterprise management mode in concept.
Optionally, the management server provided by the present application may be an independent physical server, may also be a server cluster or distributed system formed by a plurality of physical servers, and may also be a cloud server.
Alternatively, the management server provided by the present application may be a server of a traffic management or highway management department.
The technical scheme of the application is explained in detail as follows:
fig. 3 is a flowchart of a traffic flow control method according to an embodiment of the present application, and optionally, the method may be applied to the traffic flow control device in fig. 1 or fig. 2. It should be noted that the present application provides the method steps as described in the examples or flowcharts, but may include more or less steps based on conventional or non-inventive labor. The order of steps recited in the embodiments is merely one manner of performing the steps in a multitude of orders and does not represent the only order of execution. In actual system or product execution, sequential execution or parallel execution (e.g., parallel processor or multi-threaded environment) may be possible according to the embodiments or methods shown in the figures. Specifically, as shown in fig. 3, the traffic flow control method may include the following steps:
step S310: the traffic flow control device acquires an average traffic flow of a target road, a first correlation coefficient of each of at least one dangerous segment of the target road, and a second correlation coefficient of a non-dangerous segment of the target road.
Step S320: the traffic flow control device controls the traffic flow of the dangerous section and the traffic flow of the non-dangerous section according to the average traffic flow, the first correlation coefficient and the second correlation coefficient.
Alternatively, the traffic flow control device may obtain the average traffic flow of the target road from the management server, or the traffic flow control device may obtain the traffic flow F of the target road segment in a preset time period, that is, the number of vehicles on the target road segment in the preset time period, from the drive test device, and calculate the quotient of the traffic flow and the length s of the target road segment to obtain the average traffic flow of the target road
It should be understood that when the vehicle is traveling on the target road, it is desirable from an intelligent perspective that the vehicle be relatively evenly distributed on the target road, which is beneficial to both driving safety and road maintenance, and therefore, the average traffic flow of the target road is also described as the ideal traffic flow.
It should be understood that, for any one of the at least one dangerous segment, the first correlation coefficient is a correlation coefficient of the historical traffic flow of the target road and the historical number of traffic accidents of the dangerous segment. The second correlation coefficient is a correlation coefficient of the historical traffic flow on the target road and the historical number of traffic accidents on the non-dangerous road section.
Optionally, the traffic flow control device determines the traffic flow of the target road in different historical time periods and the historical number of traffic accidents of different dangerous road segments: selecting a historical time length, wherein the selection of the historical time length is determined according to specific conditions, the historical time length is averagely divided into m different historical time periods by taking data which can be provided by a management server as reference, or taking data stored by traffic flow control equipment as reference, and m is any positive integer greater than 1. The traffic flow control device acquires the traffic flow of a target road in m different historical event sections and the times of traffic accidents in different dangerous sections, and records the traffic flow of the target road in m different historical time sections as f1, f2,. multidot.f, fmRecording the historical traffic accident frequency of the 1 st dangerous road segment in m different historical time periods as r1,1,r1,2,...,r1,mRecording the historical traffic accident frequency of the 2 nd dangerous road segment in m different historical time periods as r2,1,r2,2,...,r2,mAnd by analogy, recording the historical traffic accident frequency of the nth dangerous road section in m different historical time periods as rn,1,rn,2,...,rn,m。
Alternatively, the vehicle flow rate control apparatus may determine the first correlation coefficient of any of the dangerous segments by the following formula (1):
wherein, ciIndicating the ith hazard in at least one hazard sectionFirst correlation coefficient of road section, fkRepresenting the historical traffic flow, r, of the target road during the kth historical time periodi,kThe number of historical traffic accidents of the ith dangerous road segment in the kth historical time segment is shown, i is 1,2 … n, k is 1,2 … m, n is the number of dangerous road segments in the target road, and m is the number of different historical time segments.
It should be understood that the present application may also determine the first correlation coefficient through the modified formula of the above formula (1), and in short, the present application does not limit the manner of determining the first correlation coefficient.
Alternatively, the traffic flow control device determines the correlation between the traffic flow of the target road in different historical time periods and the historical number of traffic accidents on the non-dangerous road segment: the traffic flow control device acquires the number of times of traffic accidents of the non-dangerous road section in m historical time periods from the management server, or acquires the number of times of traffic accidents of the non-dangerous road section in m historical time periods from locally stored data, and records the number as r0,1,r0,2,...,r0,m。
Alternatively, the vehicle flow rate control apparatus may determine the second correlation coefficient for the non-dangerous segment by the following equation (2):
wherein, c0Second correlation coefficient, f, representing non-dangerous road sectionkRepresenting the historical traffic flow, r, of the target road during the kth historical time period0,kThe number of the historical traffic accidents of the non-dangerous road section in the kth historical time section is shown, k is 1,2 … m, and m shows the number of different historical time sections.
It should be understood that the present application may also determine the second correlation number by the modified formula of the above formula (2), and in short, the present application does not limit the manner of determining the second correlation number.
Alternatively, the traffic flow control device may employ a diversion manner to control the traffic flow of the dangerous section and the traffic flow of the non-dangerous section.
The vehicle flow control device may adopt the following drainage method, but is not limited thereto:
the first alternative is as follows: the traffic flow control device sends prompt information to the display device on the target road to prompt a driver to change the road and avoid the dangerous road section so as to control the traffic flow of the dangerous road section and the traffic flow of the non-dangerous road section.
The second option is: the traffic flow control device sends prompt information to a vehicle-mounted terminal of a vehicle running on a target road to prompt a driver to change the road and avoid a dangerous road section so as to control the traffic flow of the dangerous road section and the traffic flow of a non-dangerous road section.
The optional mode three: the traffic flow control device controls the vehicle-mounted terminal to update the current map so that the dangerous road section is not displayed in the current map to control the traffic flow of the dangerous road section and the traffic flow of the non-dangerous road section.
In summary, in the present application, the traffic flow control device controls the traffic flow of the dangerous road segment and the traffic flow of the non-dangerous road segment according to the average traffic flow, the first correlation coefficient and the second correlation coefficient, that is, the difference between the dangerous road segment and the non-dangerous road segment is considered, and meanwhile, the correlation between the historical traffic flow of the target road and the historical number of traffic accidents of the dangerous road segment and the correlation between the historical traffic flow of the target road and the historical number of traffic accidents of the non-dangerous road segment are also considered, so that the traffic flow control effect can be improved.
The following will be described in detail with respect to the above step S320:
alternatively, for any dangerous segment, the traffic flow control device may control the traffic flow of the dangerous segment to be lower than the average traffic flow of the target road and/or the traffic flow of the non-dangerous segment after the flow control according to the average traffic flow of the target road, the first correlation coefficient of the dangerous segment and the second correlation coefficient of the non-dangerous segment.
Optionally, the traffic flow control device may obtain the length of the target road from a traffic management department or a highway management department, and record the length as s; and the traffic flow control device can obtain the vehicles on the target road in real time through the statistical data of the road test device or the highway toll stationAnd the number of vehicles is marked as F. When the vehicle runs on the target road, from the intelligent viewpoint, it is desirable that the vehicle is distributed relatively uniformly on the target road, which is advantageous for both driving safety and road maintenance, so that the ideal traffic flow rate per unit distance of the target road, i.e., the ideal average traffic flow rate, is
Optionally, the traffic flow of the non-dangerous road section after flow control is less than
Or the traffic flow of the non-dangerous road section after flow control is less than
It should be understood that since the traffic flow on the target road is fixed, the traffic flow of the non-dangerous road section is controlled at
Or
Hereinafter, it means that the traffic flow of the dangerous segment after the flow control should be smaller, that is, the ratio of the first correlation coefficient of the dangerous segment to the second correlation coefficient of the non-dangerous segment should be inversely proportional to the traffic flow of the dangerous segment after the flow control. Based on the control, the traffic flow of the 1 st and 2 … … n dangerous road sections is respectively controlled at
In this way, it is ensured that the traffic flow of the dangerous section is lower than the average traffic flow of the target road.
It should be understood that the traffic flow of the non-dangerous road section after being subjected to the flow control is generally higher than the average traffic flow of the target road, so that when the traffic flow of the dangerous road section is lower than the average traffic flow of the target road, the traffic flow of the dangerous road section can be ensured to be lower than the traffic flow of the non-dangerous road section after being subjected to the flow control. Of course, the traffic flow control on the dangerous road section can be relaxed, for example, the traffic flow control is not required to be lower than the average traffic flow of the target road, and the traffic flow control is only required to be lower than the traffic flow of the non-dangerous road section after the traffic flow control.
In summary, in the present application, the traffic flow control device may control the traffic flows of the dangerous road segment and the non-dangerous road segment according to the first correlation coefficient of the dangerous road segment and the second correlation coefficient of the non-dangerous road segment, and since the first correlation coefficient of the dangerous road segment is the correlation coefficient of the historical traffic flow of the target road and the historical traffic accident frequency of the dangerous road segment, and the second correlation coefficient of the non-dangerous road segment is the correlation coefficient of the historical traffic flow of the target road and the historical traffic accident frequency of the non-dangerous road segment, the traffic flow of each road segment is regulated according to the first correlation coefficient and the second correlation coefficient, which is equivalent to indirectly reducing the traffic accident rate of different road segments, especially the dangerous road segment, and further reducing the traffic accident rate of the entire target road, i.e., improving the traffic flow control effect.
It should be understood that in the present application, the traffic flow control device may determine the dangerous road segment and the non-dangerous road segment in the following alternative ways, but is not limited thereto:
the first alternative is as follows: the traffic flow control device receives the identification of the dangerous road section and the non-dangerous road section before determining the dangerous road section and the non-dangerous road section, and correspondingly, the traffic flow control device determines the dangerous road section and the non-dangerous road section according to the identification of the dangerous road section and the non-dangerous road section.
The second option is: the traffic flow control device acquires the historical traffic accident frequency of each road section of the target road in different historical time periods before determining at least one dangerous road section and a non-dangerous road section. Accordingly, the traffic flow control device determines the dangerous road section and the non-dangerous road section on the target road according to the historical traffic accident frequency of each road section of the target road in different historical time periods.
Description is made for the first alternative:
alternatively, the traffic flow control device may obtain the identification of the dangerous road segment and the non-dangerous road segment from the management server, wherein the management server may determine the dangerous road segment and the non-dangerous road segment on the target road according to the historical number of traffic accidents of each road segment in different historical time periods.
Optionally, for any one of the road segments, the management server determines an average value of the historical traffic accident times of the road segment according to the historical traffic accident times of the road segment in different historical time periods. For any road section in each road section, if the average value of the historical traffic accident times of the road section is greater than the preset times, the management server determines that the road section is a dangerous road section, and if the average value of the historical traffic accident times of the road section is less than or equal to the preset times, the management server determines that the road section is a non-dangerous road section. Or,
optionally, for any one of the road segments, the management server determines an average value of the historical traffic accident times of the road segment according to the historical traffic accident times of the road segment in different historical time periods. For any road section in each road section, if the average value of the historical traffic accident times of the road section is greater than or equal to the preset times, the management server determines the road section as a dangerous road section, and if the average value of the historical traffic accident times of the road section is less than the preset times, the management server determines the road section as a non-dangerous road section.
Illustratively, if the management server counts that the number of historical traffic accidents of the road segment 1 of the target road in 1 month to 3 months of 2020 is 1, 0 and 2, the number of historical traffic accidents of the road segment 2 in 1 month to 3 months of 2020 is 4, 3 and 2, and the number of historical traffic accidents of the road segment 3 in 1 month to 3 months of 2020 is 5, 4 and 6, the management server determines that the average value of the number of historical traffic accidents of the road segment 1 is 1, the average value of the number of historical traffic accidents of the road segment 2 is 3, the average value of the number of historical traffic accidents of the road segment 3 is 5, and assuming that the preset number is 4, the management server determines that the road segment 3 is a dangerous road segment and the road segments 1 and 2 are non-dangerous road segments.
Note that, in the present application, a non-dangerous segment is a segment other than at least one dangerous segment in the target segment, for example: in the above example, the non-dangerous segment is composed of segment 1 and segment 2.
In addition, the management server may determine the dangerous road segments and the non-dangerous road segments in the following manner, in addition to determining the dangerous road segments and the non-dangerous road segments by determining the number of historical traffic accidents of each road segment:
it should be understood that a highway merge section, a service area entrance section, a service area exit section, a highway speed point section, a highway exit section, a highway toll station section are generally considered as 6 large "dangerous sections" on a highway. Therefore, the management server may determine the road segments as dangerous road segments and determine the road segments other than at least one dangerous road segment in the target road segments as non-dangerous road segments.
Further, the management server marks the dangerous road section and the non-dangerous road section, and can send the marks of the dangerous road section and the non-dangerous road section to the traffic flow control device.
Description is made with respect to alternative mode two:
the traffic flow control device determines an average value of the historical traffic accident times of the road sections according to the historical traffic accident times of the road sections in different historical time periods for any one of the road sections. For any road section in each road section, if the average value of the historical traffic accident times of the road section is greater than the preset times, the traffic flow control device determines that the road section is a dangerous road section, and if the average value of the historical traffic accident times of the road section is less than or equal to the preset times, the traffic flow control device determines that the road section is a non-dangerous road section. Or,
alternatively, the traffic flow control device determines an average value of the historical traffic accident times of the road segments according to the historical traffic accident times of the road segments in different historical time periods for any one of the road segments. For any road section in each road section, if the average value of the historical traffic accident times of the road section is greater than or equal to the preset times, the traffic flow control device determines that the road section is a dangerous road section, and if the average value of the historical traffic accident times of the road section is less than the preset times, the traffic flow control device determines that the road section is a non-dangerous road section.
Illustratively, if the traffic flow control device counts that the number of historical traffic accidents on the road segment 1 of the target road in 1 month to 3 months of 2020 is 1, 0 and 2, the number of historical traffic accidents on the road segment 2 in 1 month to 3 months of 2020 is 4, 3 and 2, and the number of historical traffic accidents on the road segment 3 in 1 month to 3 months of 2020 is 5, 4 and 6, the traffic flow control device determines that the average value of the number of historical traffic accidents on the road segment 1 is 1, the average value of the number of historical traffic accidents on the road segment 2 is 3, the average value of the number of historical traffic accidents on the road segment 3 is 5, and assuming that the preset number is 4, the traffic flow control device determines that the road segment 3 is a dangerous road segment and the road segments 1 and 2 are non-dangerous road segments.
Further, the traffic flow control apparatus may determine the dangerous road segment and the non-dangerous road segment in the following manner, in addition to determining the dangerous road segment and the non-dangerous road segment by judging the number of historical traffic accidents for each road segment:
it should be understood that a highway merge section, a service area entrance section, a service area exit section, a highway speed point section, a highway exit section, a highway toll station section are generally considered as 6 large "dangerous sections" on a highway. Therefore, the traffic flow control device may determine these road segments as dangerous road segments and determine the road segments other than at least one dangerous road segment among the target road segments as non-dangerous road segments.
In summary, in the present application, the traffic flow control device may determine the dangerous road segment and the non-dangerous road segment according to the received identifiers of the dangerous road segment and the non-dangerous road segment, and may also determine the dangerous road segment and the non-dangerous road segment according to the number of times of the historical traffic accident on each road segment, so as to effectively distinguish the dangerous road segment from the non-dangerous road segment.
The technical effects of the present application are further illustrated by experimental data as follows:
the method is characterized in that a test is carried out in a simulator, and the ratio of the number of the traffic accidents of each road is determined through the technical scheme of the application and the prior technical scheme provided by the background technology part aiming at that a highway convergence road section, a service area entrance road section, a service area exit road section, a highway speed measuring point road section, a highway exit road section and a highway toll station road section are generally regarded as 6 large 'dangerous road sections' on a highway. The statistical results are shown in table 1.
TABLE 1
| Order of experiment | Ratio of number of traffic accidents of the present application to the prior art |
| Dangerous road section 1 | 0.75 |
| Dangerous road 2 | 0.72 |
| Dangerous road 3 | 0.75 |
| Dangerous road 4 | 0.73 |
| Dangerous road section 5 | 0.73 |
| Dangerous road section 6 | 0.70 |
Obviously, the traffic flow control result (i.e. the number of traffic accidents occurring on each road section) performed by the technical scheme of the application is lower than the traffic flow control result (i.e. the number of traffic accidents occurring on each road section) performed by the prior art.
Fig. 4 is a schematic diagram of a vehicle flow control device 400 according to an embodiment of the present application, and as shown in fig. 4, the device 400 includes: an acquisition module 410 and a control module 420.
The obtaining module 410 is configured to obtain an average traffic flow of a target road, a first correlation coefficient of each of at least one dangerous segment of the target road, and a second correlation coefficient of a non-dangerous segment of the target road. The control module 420 is configured to control the traffic flow of the dangerous road segment and the traffic flow of the non-dangerous road segment according to the average traffic flow, the first correlation coefficient, and the second correlation coefficient. And aiming at any dangerous road segment in the at least one dangerous road segment, the first correlation coefficient is a correlation coefficient of the historical traffic flow of the target road and the historical traffic accident frequency of the dangerous road segment. The second correlation coefficient is a correlation coefficient of the historical traffic flow on the target road and the historical number of traffic accidents on the non-dangerous road section.
Optionally, the apparatus 400 further includes a first determining module 430, configured to determine, for any dangerous segment of the at least one dangerous segment, a first correlation coefficient according to historical traffic flows of the target road in different historical time periods and historical times of traffic accidents of the dangerous segment in different historical time periods.
Optionally, the first determining module 430 determines the first correlation coefficient specifically by the following formula:
wherein, ciA first correlation coefficient, f, representing the ith dangerous segment of the at least one dangerous segmentkRepresenting the historical traffic flow, r, of the target road during the kth historical time periodi,kThe number of historical traffic accidents of the ith dangerous road segment in the kth historical time segment is shown, i is 1,2 … n, k is 1,2 … m, n is the number of dangerous road segments in the target road, and m is the number of different historical time segments.
Optionally, the apparatus 400 further includes a second determining module 440, configured to determine a second correlation number according to historical traffic flow of the target road in different historical time periods and historical number of traffic accidents of the non-dangerous road segment in different historical time periods.
Optionally, the second determining module 440 determines the second correlation coefficient by specifically using the following formula:
wherein, c0Second correlation coefficient, f, representing non-dangerous road sectionkRepresenting the historical traffic flow, r, of the target road during the kth historical time period0,kThe number of the historical traffic accidents of the non-dangerous road section in the kth historical time section is shown, k is 1,2 … m, and m shows the number of different historical time sections.
Optionally, the control module 420 is specifically configured to: controlling the traffic flow of the dangerous road section to be lower than the average traffic flow according to the average traffic flow, the first correlation coefficient and the second correlation coefficient; or controlling the traffic flow of the dangerous road section to be lower than the traffic flow of the non-dangerous road section after the traffic flow is controlled according to the average traffic flow, the first correlation coefficient and the second correlation coefficient; or controlling the traffic flow of the dangerous road section to be lower than the average traffic flow and the traffic flow of the non-dangerous road section after the flow control according to the average traffic flow, the first correlation coefficient and the second correlation coefficient.
Optionally, the control module 420 is specifically configured to: aiming at the ith dangerous road section, controlling the traffic flow of the ith dangerous road section to be less than
Where F represents the number of vehicles on the target road, s represents the length of the target road,
represents the average traffic flow, c0Represents a second correlation coefficient, ciA first correlation coefficient representing an ith dangerous segment.
Optionally, the control module 420 is specifically configured to: controlling traffic flow less than non-dangerous road section
Where F represents the number of vehicles on the target road, s represents the length of the target road,
represents the average traffic flow, c0Represents a second correlation coefficient, c1，c2…cnAnd respectively represent first correlation coefficients of 1 st and 2 nd 2 … … n dangerous road segments.
Optionally, the control module 420 is specifically configured to: controlling traffic flow less than non-dangerous road section
F represents the number of vehicles on the target road, s represents the length of the target road,
represents the average traffic flow, c0Represents a second correlation coefficient, ciAnd a first correlation coefficient representing the ith dangerous road segment in the at least one dangerous road segment, wherein i is 1,2 … n, and n represents the number of dangerous road segments in the target road.
Optionally, the apparatus 400 further comprises a receiving module 460 and a third determining module 450, the receiving module 460 is configured to receive the identification of the dangerous road segment and the non-dangerous road segment. The third determining module 450 is configured to determine at least one dangerous segment and non-dangerous segment according to the identification of the dangerous segment and non-dangerous segment.
Optionally, the apparatus 400 further includes an obtaining module 470 and a third determining module 450, where the obtaining module 470 is configured to obtain historical traffic accident times of each road segment of the target road in different historical time periods. The third determining module 450 is configured to determine a dangerous road segment and a non-dangerous road segment on the target road according to the historical times of traffic accidents of the road segments of the target road in different historical time periods.
Optionally, the third determining module 450 is specifically configured to: and determining the average value of the historical traffic accident times of the road sections according to the historical traffic accident times of the road sections in different historical time periods aiming at any road section in each road section. And for any road section in each road section, if the average value of the historical traffic accident times of the road section is greater than the preset times, determining the road section as a dangerous road section, and if the average value of the historical traffic accident times of the road section is less than or equal to the preset times, determining the road section as a non-dangerous road section.
It is to be understood that apparatus embodiments and method embodiments may correspond to one another and that similar descriptions may refer to method embodiments. To avoid repetition, further description is omitted here. Specifically, the apparatus 400 shown in fig. 4 may execute the method embodiment corresponding to fig. 3, and the foregoing and other operations and/or functions of each module in the apparatus 400 are respectively for implementing corresponding flows in each method in fig. 3, and are not described herein again for brevity.
The apparatus 400 of the embodiments of the present application is described above in connection with the figures from the perspective of functional modules. It should be understood that the functional modules may be implemented by hardware, by instructions in software, or by a combination of hardware and software modules. Specifically, the steps of the method embodiments in the present application may be implemented by integrated logic circuits of hardware in a processor and/or instructions in the form of software, and the steps of the method disclosed in conjunction with the embodiments in the present application may be directly implemented by a hardware decoding processor, or implemented by a combination of hardware and software modules in the decoding processor. Alternatively, the software modules may be located in random access memory, flash memory, read only memory, programmable read only memory, electrically erasable programmable memory, registers, and the like, as is well known in the art. The storage medium is located in a memory, and a processor reads information in the memory and completes the steps in the above method embodiments in combination with hardware thereof.
Fig. 5 is a schematic block diagram of a vehicle flow rate control device 500 provided in an embodiment of the present application.
As shown in fig. 5, the vehicle flow control apparatus 500 may include:
a memory 510 and a processor 520, the memory 510 being configured to store a computer program and to transfer the program code to the processor 520. In other words, the processor 520 may call and run a computer program from the memory 510 to implement the method in the embodiment of the present application.
For example, the processor 520 may be configured to perform the above-described method embodiments according to instructions in the computer program.
In some embodiments of the present application, the processor 520 may include, but is not limited to:
general purpose processors, Digital Signal Processors (DSPs), Application Specific Integrated Circuits (ASICs), Field Programmable Gate Arrays (FPGAs) or other Programmable logic devices, discrete Gate or transistor logic devices, discrete hardware components, and the like.
In some embodiments of the present application, the memory 510 includes, but is not limited to:
volatile memory and/or non-volatile memory. The non-volatile Memory may be a Read-Only Memory (ROM), a Programmable ROM (PROM), an Erasable PROM (EPROM), an Electrically Erasable PROM (EEPROM), or a flash Memory. Volatile Memory can be Random Access Memory (RAM), which acts as external cache Memory. By way of example, but not limitation, many forms of RAM are available, such as Static random access memory (Static RAM, SRAM), Dynamic Random Access Memory (DRAM), Synchronous Dynamic random access memory (Synchronous DRAM, SDRAM), Double Data Rate Synchronous Dynamic random access memory (DDR SDRAM), Enhanced Synchronous SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), and Direct Rambus RAM (DR RAM).
In some embodiments of the present application, the computer program may be partitioned into one or more modules, which are stored in the memory 510 and executed by the processor 520 to perform the methods provided herein. The one or more modules may be a series of computer program instruction segments capable of performing specific functions, the instruction segments describing the execution of the computer program in the vehicle flow control device.
As shown in fig. 5, the vehicle flow rate control apparatus may further include:
a transceiver 530, the transceiver 530 being connectable to the processor 520 or the memory 510.
The processor 520 may control the transceiver 530 to communicate with other devices, and in particular, may transmit information or data to the other devices or receive information or data transmitted by the other devices. The transceiver 530 may include a transmitter and a receiver. The transceiver 530 may further include one or more antennas.
It should be understood that the various components of the traffic control device are connected by a bus system that includes a power bus, a control bus, and a status signal bus in addition to a data bus.
The present application also provides a computer storage medium having stored thereon a computer program which, when executed by a computer, enables the computer to perform the method of the above-described method embodiments. In other words, the present application also provides a computer program product containing instructions, which when executed by a computer, cause the computer to execute the method of the above method embodiments.
When implemented in software, may be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. The procedures or functions described in accordance with the embodiments of the present application occur, in whole or in part, when the computer program instructions are loaded and executed on a computer. The computer may be a general purpose computer, a special purpose computer, a network of computers, or other programmable device. The computer instructions may be stored on a computer readable storage medium or transmitted from one computer readable storage medium to another, for example, from one website, computer, server, or data center to another website, computer, server, or data center via wire (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device, such as a server, a data center, etc., that includes one or more of the available media. The usable medium may be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a Digital Video Disk (DVD)), or a semiconductor medium (e.g., a Solid State Disk (SSD)), among others.
Those of ordinary skill in the art will appreciate that the various illustrative modules and algorithm steps described in connection with the embodiments disclosed herein may be implemented as electronic hardware or combinations of computer software and electronic hardware. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the implementation. Skilled artisans may implement the described functionality in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the present application.
In the several embodiments provided in the present application, it should be understood that the disclosed system, apparatus and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the module is merely a logical division, and other divisions may be realized in practice, for example, a plurality of modules or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or modules, and may be in an electrical, mechanical or other form.
Modules described as separate parts may or may not be physically separate, and parts displayed as modules may or may not be physical modules, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. For example, functional modules in the embodiments of the present application may be integrated into one processing module, or each of the modules may exist alone physically, or two or more modules are integrated into one module.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and all the changes or substitutions should be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (15)
1. A traffic flow control method characterized by comprising:
acquiring an average traffic flow of a target road, a first correlation coefficient of at least one dangerous section of the target road and a second correlation coefficient of a non-dangerous section of the target road;
and controlling the traffic flow of the dangerous road section and the traffic flow of the non-dangerous road section according to the average traffic flow, the first correlation coefficient and the second correlation coefficient.
2. The method of claim 1, further comprising:
and determining the first correlation coefficient according to the historical traffic flow of the target road in different historical time periods and the historical traffic accident frequency of the dangerous road section in different historical time periods aiming at any dangerous road section in the at least one dangerous road section.
3. The method of claim 2, wherein the first correlation coefficient is determined by the formula:
wherein, ciA first correlation coefficient, f, representing the ith dangerous segment of the at least one dangerous segmentkRepresenting the historical traffic flow r of the target road in the k-th historical time periodi,kAnd the number of historical traffic accidents of the ith dangerous road segment in the kth historical time segment is represented, i is 1,2 … n, k is 1,2 … m, n represents the number of dangerous road segments in the target road, and m represents the number of different historical time segments.
4. The method according to any one of claims 1-3, further comprising:
and determining the second correlation coefficient according to the historical traffic flow of the target road in different historical time periods and the historical traffic accident frequency of the non-dangerous road section in different historical time periods.
5. The method of claim 4, wherein the second correlation coefficient is determined by the following equation:
wherein, c0Said second number of correlations, f, representing said non-dangerous segmentkRepresenting the historical traffic flow r of the target road in the k-th historical time period0,kAnd the number of the historical traffic accidents of the non-dangerous road section in the kth historical time period is shown, wherein k is 1,2 … m, and m is the number of different historical time periods.
6. The method according to any one of claims 1 to 3, wherein the controlling the traffic flow of the dangerous segment according to the average traffic flow, the first correlation coefficient, and the second correlation coefficient includes:
controlling the traffic flow of the dangerous road section to be lower than the average traffic flow according to the average traffic flow, the first correlation coefficient and the second correlation coefficient; or,
controlling the traffic flow of the dangerous road section to be lower than the traffic flow of the non-dangerous road section after the traffic flow is controlled according to the average traffic flow, the first correlation coefficient and the second correlation coefficient; or,
and controlling the traffic flow of the dangerous road section to be lower than the average traffic flow and the traffic flow of the non-dangerous road section after the traffic flow is controlled according to the average traffic flow, the first correlation coefficient and the second correlation coefficient.
7. The method according to claim 6, wherein the controlling the traffic flow of the dangerous segment to be lower than the average traffic flow according to the average traffic flow, the first correlation coefficient, and the second correlation coefficient includes:
aiming at the ith dangerous road section, controlling the traffic flow of the ith dangerous road section to be less than
Wherein F represents the number of vehicles on a target road, s represents the length of the target road,
representing said average traffic flow, c0Representing said second correlation coefficient, ciAnd a first correlation coefficient indicating the ith dangerous segment, wherein i is 1,2 … n, and n indicates the number of dangerous segments in the target road.
8. The method according to any one of claims 1 to 3, wherein the controlling the traffic flow of the non-dangerous segment according to the average traffic flow, the first correlation coefficient and the second correlation coefficient comprises:
controlling the traffic flow of the non-dangerous road section to be less than
Wherein F represents the number of vehicles on a target road, s represents the length of the target road,
representing said average traffic flow, c0Representing said second correlation coefficient, c1，c2…cnAnd respectively represent first correlation coefficients of 1 st and 2 nd 2 … … n dangerous road segments.
9. The method according to any one of claims 1 to 3, wherein the controlling the traffic flow of the non-dangerous segment according to the average traffic flow, the first correlation coefficient and the second correlation coefficient comprises:
controlling the traffic flow of the non-dangerous road section to be less than
Wherein F represents the number of vehicles on a target road, s represents the length of the target road,
representing said average traffic flow, c0Representing said second correlation coefficient, ciAnd a first correlation coefficient indicating an ith dangerous segment of the at least one dangerous segment, wherein i is 1,2 … n, and n indicates the number of dangerous segments in the target road.
10. The method according to any one of claims 1-3, further comprising:
receiving an identification of the dangerous segment and the non-dangerous segment;
and determining the at least one dangerous road section and the non-dangerous road section according to the identification of the dangerous road section and the non-dangerous road section.
11. The method according to any one of claims 1-3, further comprising:
acquiring the historical traffic accident frequency of each road section of the target road in different historical time periods;
and determining the dangerous road section and the non-dangerous road section on the target road according to the historical traffic accident frequency of each road section of the target road in different historical time periods.
12. The method of claim 11, wherein determining the dangerous segment and the non-dangerous segment on the target road according to historical traffic accident times of various segments of the target road in different historical time periods comprises:
determining the average value of the historical traffic accident times of the road sections according to the historical traffic accident times of the road sections in different historical time periods aiming at any road section in the road sections;
and for any road section in the road sections, if the average value of the historical traffic accident times of the road section is greater than the preset times, determining the road section as the dangerous road section, and if the average value of the historical traffic accident times of the road section is less than or equal to the preset times, determining the road section as the non-dangerous road section.
13. A vehicle flow control device characterized by comprising:
the system comprises an acquisition module, a processing module and a processing module, wherein the acquisition module is used for acquiring the average traffic flow of a target road, a first correlation coefficient of at least one dangerous section of the target road and a second correlation coefficient of a non-dangerous section of the target road;
and the control module is used for controlling the traffic flow of the dangerous road section and the traffic flow of the non-dangerous road section according to the average traffic flow, the first correlation coefficient and the second correlation coefficient.
14. A vehicle flow control apparatus, characterized by comprising:
a processor and a memory for storing a computer program, the processor for invoking and executing the computer program stored in the memory to perform the method of any one of claims 1 to 12.
15. A computer-readable storage medium for storing a computer program which causes a computer to perform the method of any one of claims 1 to 12.
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