CN112270836B - 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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- CN112270836B CN112270836B CN202011105818.1A CN202011105818A CN112270836B CN 112270836 B CN112270836 B CN 112270836B CN 202011105818 A CN202011105818 A CN 202011105818A CN 112270836 B CN112270836 B CN 112270836B
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- 238000000034 method Methods 0.000 title claims abstract description 49
- 206010039203 Road traffic accident Diseases 0.000 claims abstract description 90
- 238000004590 computer program Methods 0.000 claims description 16
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- 230000000694 effects Effects 0.000 abstract description 8
- 238000007726 management method Methods 0.000 description 35
- 238000004891 communication Methods 0.000 description 12
- 238000012360 testing method Methods 0.000 description 12
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Classifications
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- 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
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/01—Detecting movement of traffic to be counted or controlled
- G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
- G08G1/0125—Traffic data processing
- G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
Abstract
The application provides a vehicle flow control method, a device, equipment and a storage medium, wherein the method comprises the following steps: the average traffic flow of the target road, the first correlation coefficient of each of at least one dangerous road segment of the target road, and the second correlation coefficient of the non-dangerous road segment of the target road are obtained. 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 and the system consider the distinction between the dangerous road section and the non-dangerous road section, and also consider the correlation between the historical traffic flow of the target road and the historical traffic accident times of the dangerous road section and the correlation between the historical traffic flow of the target road and the historical traffic accident times of the non-dangerous road section, 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 vehicle flow control method, a device, equipment and a storage medium.
Background
The number of traffic accidents on the expressway is not small at present, and the traffic accidents caused by the high speed are quite serious, because a plurality of dangerous road sections exist on the expressway. As it is important to control the traffic flow on the highway.
In the prior art, the traffic flow control device can acquire the total mileage of the expressway from a traffic management department or an expressway management department, and the total mileage is recorded as s; and the traffic flow control device can acquire real-time traffic flow of the expressway (namely the total number of vehicles on the expressway) in real time through the statistics data of the road test device or the expressway toll gate, and the real-time traffic flow is marked as F. When the vehicle is traveling on the expressway, it is desirable from an intelligent point of view that the vehicle is distributed more uniformly on the expressway, which is advantageous for both driving safety and maintenance of the expressway, so that an ideal vehicle flow per unit distance of the expressway, that is, an ideal average vehicle flow, isThat is, the traffic flow control device controls the traffic flow to be +.>However, the control effect of the currently provided vehicle flow control method is not good.
Disclosure of Invention
The application provides a vehicle flow control method, a device, equipment and a storage medium, thereby improving the vehicle flow control effect.
In a first aspect, the present application provides a vehicle flow control method, comprising: the average traffic flow of the target road, the first correlation coefficient of each of at least one dangerous road segment of the target road, and the second correlation coefficient of the non-dangerous road segment of the target road are obtained. 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 rate control device comprising: the system comprises an acquisition module and a control module, wherein the acquisition module is used for acquiring the average traffic flow of a target road, the first correlation coefficient of at least one dangerous road section of the target road and the second correlation coefficient of a non-dangerous road 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 control apparatus comprising: a processor and a memory for storing a computer program, the processor being for invoking and running the computer program stored in the memory to perform the method of the first aspect.
In a fourth aspect, a computer-readable storage medium is provided for storing a computer program that causes 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 distinction between the dangerous road section and the non-dangerous road section is considered, and meanwhile, the correlation between the historical traffic flow of the target road and the historical traffic accident number of the dangerous road section and the correlation between the historical traffic flow of the target road and the historical traffic accident number of the non-dangerous road section are also considered, so that the traffic flow control effect can be improved.
Further, since the first correlation coefficient of the dangerous road segment is a correlation coefficient of the historical traffic flow of the target road and the historical traffic accident number of the dangerous road segment, and the second correlation coefficient of the non-dangerous road segment is a correlation coefficient of the historical traffic flow of the target road and the historical traffic accident number of the non-dangerous road segment, regulating the traffic flows of the road segments according to the first correlation coefficient and the second correlation coefficient is equivalent to indirectly reducing the traffic accident rate of different road segments, particularly the dangerous road segment, thereby reducing the traffic accident rate of the whole target road, namely improving the traffic flow control effect.
Furthermore, the traffic flow control device can determine the dangerous road section and the non-dangerous road section according to the received identifications of the dangerous road section and the non-dangerous road section, and can also determine the dangerous road section and the non-dangerous road section according to the historical traffic accident times of each road section, so that the dangerous road section and the non-dangerous road section can be effectively distinguished.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for the description of the embodiments will be briefly described below, and it is apparent that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
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 flow chart of a method for controlling traffic flow 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 control apparatus 500 provided by an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the application described herein may be implemented in sequences other than those illustrated or otherwise 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 or inherent to such process, method, article, or apparatus, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
As described above, in the related art, the vehicle flow rate control device controls the vehicle flow rates to the desired average vehicle flow rateHowever, this control method does not distinguish between dangerous and non-dangerous road sections, resulting in poor control of the vehicle flow.
In order to solve the technical problems, the application concept of the application is to distinguish dangerous road sections from non-dangerous road sections so as to control the traffic flow on the dangerous road sections and the non-dangerous road sections respectively.
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: traffic control device 110, management server 120, network device 130, and road 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 period of time, and upload the 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 the average traffic flow on the target road, according to the traffic flow within the preset period of time 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 history data on the target road to the traffic flow control apparatus 110 so that the traffic flow control apparatus 110 controls the traffic flow of each section on the target road.
Fig. 1 illustrates one management server 120, one network device 130, and one drive test device 140, alternatively, the communication system 100 may include multiple management servers 120, multiple network devices 130, and other numbers of drive test devices 140, which are not limited by the embodiments of the present application.
Optionally, the communication system 100 may further include a network controller, a mobility management entity, and other network entities, which are not limited by the embodiment of the present application.
Fig. 2 is a schematic diagram of another communication system 200 according to an embodiment of the present application, and as shown in fig. 2, the communication system 200 includes: a traffic control device 210, a network device 220, and a road test device 230.
It should be understood that the road test device 230 may measure the traffic flow of the target road segment within a preset time period and upload the 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 the 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 apparatus 210 may also store historical data on the target road, such as the number of historical traffic accidents over different historical time periods, and further the traffic flow control apparatus 210 may control the traffic flow of each road section on the target road according to the acquired real-time data and the historical data.
Fig. 2 illustrates 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 other numbers of drive test devices 230, which are not limited by embodiments 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 embodiment of the present application is not limited thereto.
It should be understood that the network device may be an Access Point (AP) in a wireless local area network (Wireless Local Area Networks, WLAN), a base station (Base Transceiver Station, BTS) in a global system for mobile communications (Global System of Mobile communication, GSM) or code division multiple Access (Code Division Multiple Access, CDMA), a base station (NodeB, NB) in wideband code division multiple Access (Wideband Code Division Multiple Access, WCDMA), an evolved base station (Evolutional Node B, eNB or eNodeB) in long term evolution (Long Term Evolution, LTE), or a relay station or Access Point, or a base station (gNB) in a New Radio, NR network, or a network device in a future evolved public land mobile network (Public Land Mobile Network, PLMN), etc. The application is not limited in this regard.
It should be understood that the terms "system" and "network" are used interchangeably herein. The term "and/or" is herein merely an association relationship describing an associated object, meaning that there may be three relationships, e.g., a and/or B, may represent: a exists alone, A and B exist together, and B exists alone. In addition, the character "/" herein generally indicates that the front and rear associated objects are an "or" relationship.
Alternatively, the traffic flow control device provided by the application can be an independent physical device, and can also 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, and each cloud server cluster may include at least one cloud server, where the at least one cloud server may perform traffic flow control.
When the traffic control device is a cloud server cluster, it controls traffic of each road section on the target road, involving cloud computing.
Cloud computing (closed computing) refers to the delivery and usage mode of an IT infrastructure, meaning that required resources are obtained in an on-demand, easily scalable manner through a network; generalized cloud computing refers to the delivery and usage patterns of services, meaning that the required services are obtained in an on-demand, easily scalable manner over a network. Such services may be IT, software, internet related, or other services. Cloud Computing is a product of fusion of traditional computer and network technology developments 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 balancing), and the like.
With the development of the internet, real-time data flow and diversification of connected devices, and the promotion of demands of search services, social networks, mobile commerce, open collaboration and the like, cloud computing is rapidly developed. Unlike the previous parallel distributed computing, the generation of cloud computing will promote the revolutionary transformation of the whole internet mode and enterprise management mode in concept.
Optionally, the management server provided by the application can be an independent physical server, a server cluster or a distributed system formed by a plurality of physical servers, and 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 will be described in detail as follows:
fig. 3 is a flowchart of a traffic flow control method according to an embodiment of the present application, and the method may alternatively be applied to the traffic flow control apparatus of fig. 1 or 2. It is noted that the present application provides the method operational steps as described in the examples or flowcharts, but may include more or fewer operational steps based on conventional or non-inventive labor. The order of steps recited in the embodiments is merely one way of performing the order of steps and does not represent a unique order of execution. In actual system or product execution, the methods illustrated in the embodiments or figures may be performed sequentially or in parallel (e.g., in a parallel processor or multi-threaded processing environment). As shown in fig. 3, the vehicle flow control method may include the following steps:
Step S310: the traffic flow control device acquires an average traffic flow of the 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 segment and the traffic flow of the non-dangerous segment based on the average traffic flow, the first correlation coefficient and the second correlation coefficient.
Alternatively, the traffic flow control device may acquire the average traffic flow of the target road from the management server, or the traffic flow control device may acquire the traffic flow F of the target road section over a preset period of time, that is, the number of vehicles on the target road section over the preset period of time, from the road test device, and calculate the quotient of the traffic flow and the length s of the target road section to obtain the average traffic flow of the target road
It will be appreciated that when the vehicle is travelling on a target road, it is desirable from an intelligent point of view that the vehicle is relatively evenly distributed over the target road, which is advantageous both for driving safety and for road maintenance, and therefore the average traffic flow for the target road is also described as the ideal traffic flow.
It should be understood that the first correlation coefficient is a correlation coefficient of a historical traffic flow of the target road and a historical number of traffic accidents of the dangerous road segment for any one of the at least one 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 of the non-dangerous road section.
Alternatively, the traffic control device determines the traffic flow of the target road over different historical time periods and different dangerous segmentsIs a historical number of traffic accidents: selecting a history duration, wherein the selection of the history duration is determined according to the specific situation, and the history duration is divided into m different history time periods on average according to data which can be provided by a management server or data stored by a vehicle flow control device, wherein 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 number of traffic accidents of different dangerous road sections, and records the traffic flow of the target road in m different historical time sections as f1, f2 m The historical traffic accident number of the 1 st dangerous road section in m different historical time periods is recorded as r1 ,1 ,r1 ,2 ,...,r1 ,m The historical traffic accident times of the 2 nd dangerous road section in m different historical time periods are recorded as r2 ,1 ,r2 ,2 ,...,r2 ,m And so on, the historical traffic accident times of the nth dangerous road section in m different historical time periods are recorded as r n,1 ,r n,2 ,...,r n,m 。
Alternatively, the vehicle flow control apparatus may determine the first correlation coefficient of any one of the dangerous segments by the following formula (1):
Wherein c i A first correlation coefficient representing an ith dangerous segment of the at least one dangerous segment, f k Representing the historical traffic flow of the target road in the kth historical time period, r i,k The number of historical traffic accidents of the ith dangerous road segment in the kth historical time period is represented, i=1, 2 … n, k=1, 2 … m, n represents the number of dangerous road segments in the target road, and m represents the number of different historical time periods.
It should be understood that the present application may also determine the first correlation coefficient through the deformation formula of the above formula (1), and in summary, the present application is not limited to the manner of determining the first correlation coefficient.
Optionally, the traffic control device determines that the target road is in different historiesCorrelation between traffic flow and historical number of traffic accidents for non-dangerous road segments over a period of time: the traffic flow control device obtains the number of traffic accidents of the non-dangerous road section in m historical time periods from the management server, or obtains the number of traffic accidents of the non-dangerous road section in m historical time periods from locally stored data, and the number is recorded as r 0,1 ,r 0,2 ,...,r 0,m 。
Alternatively, the vehicle flow control apparatus may determine the second correlation coefficient of the non-dangerous road section by the following formula (2):
wherein c 0 A second correlation coefficient representing a non-dangerous road segment, f k Representing the historical traffic flow of the target road in the kth historical time period, r 0,k The number of historical traffic accidents of the non-dangerous road sections in the kth historical time period is represented, and k=1, 2 … m and m represent the number of different historical time periods.
It should be understood that the present application can also determine the second phase relation through the deformation formula of the above formula (2), and in summary, the present application is not limited to the manner of determining the second phase relation.
Alternatively, the traffic control device may employ a drainage mode to control the traffic of the dangerous segment and the traffic of the non-dangerous segment.
The flow control device may adopt the following drainage mode, but is not limited thereto:
alternative one: the traffic flow control device sends prompt information to the display device on the target road to prompt the driver to change the road, avoid the dangerous road section and control the traffic flow of the dangerous road section and the traffic flow of the non-dangerous road section.
Alternative two: the traffic control device sends prompt information to the vehicle-mounted terminal of the vehicle running on the target road to prompt the driver to change the road, avoid the dangerous road section and control the traffic of the dangerous road section and the traffic of the non-dangerous road section.
Alternative three: the vehicle flow control device controls the vehicle-mounted terminal to update the current map so as not to display the dangerous road sections in the current map, and controls the vehicle flow of the dangerous road sections and the vehicle flow of the non-dangerous road sections.
In summary, in the present application, the traffic flow control apparatus 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, that is, the distinction between the dangerous road section and the non-dangerous road section is considered, and simultaneously, the correlation between the historical traffic flow of the target road and the number of historical traffic accidents of the dangerous road section and the correlation between the historical traffic flow of the target road and the number of historical traffic accidents of the non-dangerous road section are also considered, so that the traffic flow control effect can be improved.
The following will describe the above step S320 in detail:
optionally, for any dangerous road segment, the traffic flow control device may control the traffic flow of the dangerous road segment to be lower than the average traffic flow of the target road and/or the traffic flow of the non-dangerous road segment after the traffic flow control according to the average traffic flow of the target road, the first correlation coefficient of the dangerous road segment and the second correlation coefficient of the non-dangerous road segment.
Alternatively, the vehicle flow control device may acquire the length of the target road from the traffic management department or the highway management department, denoted as s; and the vehicle flow control device can acquire the number of vehicles on the target road in real time through the statistical data of the road test device or the expressway toll station, and the number is marked as F. When the vehicle is traveling on the target road, it is desirable from an intelligent point of view that the vehicle is distributed relatively uniformly on the target road, which is advantageous for both driving safety and road maintenance, so that the desired vehicle flow in the average unit distance of the target road, that is, the desired average vehicle flow, is
Optionally, the traffic flow of the non-dangerous road section after the flow control is smaller thanAlternatively, the traffic flow of the non-dangerous road section after the flow control is less than +.>
It should be understood that since the traffic on the target road is fixed, the traffic on the non-dangerous road is controlled to beOr->In the following, it is therefore meant that the traffic flow of the dangerous segment after the flow control should be smaller, i.e., that 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 this, the traffic flows of the 1,2 … … n dangerous road sections are respectively controlled to +. > In the following, it is ensured that the traffic flow of the dangerous road section is lower than the average traffic flow of the target road.
It should be appreciated that the traffic flow of the non-dangerous road segment after the flow control is generally higher than the average traffic flow of the target road, and thus, when the traffic flow of the dangerous road segment is lower than the average traffic flow of the target road, the traffic flow of the dangerous road segment is also ensured to be lower than the traffic flow of the non-dangerous road segment after the flow control. Of course, the traffic control on the dangerous road section may be relaxed, for example, the average traffic flow of the road is not required to be lower than that of the target road, and the traffic flow of the road is only required to be lower than that of the road with no danger after the traffic 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 number of the dangerous road segment, 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 number of the non-dangerous road segment, the traffic flows of the road segments are 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, thereby reducing the traffic accident rate of the whole target road, that is, improving the traffic flow control effect.
It should be understood that in the present application, the vehicle flow control device may determine the dangerous segment and the non-dangerous segment by the following alternative means, but is not limited thereto:
alternative one: before the dangerous road section and the non-dangerous road section are determined, the vehicle flow control device receives the identifiers of the dangerous road section and the non-dangerous road section, and correspondingly, the vehicle flow control device determines the dangerous road section and the non-dangerous road section according to the identifiers of the dangerous road section and the non-dangerous road section.
Alternative two: the vehicle flow control device acquires the number of historical traffic accidents for each road segment of the target road in different historical time periods before determining at least one dangerous road segment and a non-dangerous road segment. Accordingly, the traffic flow control device determines dangerous road segments and non-dangerous road segments on the target road according to the historical traffic accident times of each road segment of the target road in different historical time periods.
Description is made for alternative one:
alternatively, the traffic flow control apparatus may acquire the identifications of the dangerous segments and the non-dangerous segments from the management server, wherein the management server may determine the dangerous segments and the non-dangerous segments on the target road according to the number of historical traffic accidents of the respective segments 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 segments according to the historical traffic accident times of the road segments in different historical time periods. For any one of the road sections, if the average value of the historical traffic accident times of the road sections is larger than the preset times, the management server determines that the road sections are dangerous road sections, and if the average value of the historical traffic accident times of the road sections is smaller than or equal to the preset times, the management server determines that the road sections are non-dangerous road sections. 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 segments according to the historical traffic accident times of the road segments in different historical time periods. For any one of the road sections, if the average value of the historical traffic accident times of the road sections is larger than or equal to the preset times, the management server determines that the road sections are dangerous road sections, and if the average value of the historical traffic accident times of the road sections is smaller than the preset times, the management server determines that the road sections are non-dangerous road sections.
For example, if the management server counts the historical traffic accident times of 1, 0, 2 for the road segment 1 of the target road from 1 month to 3 months in 2020, 4, 3, 2 for the road segment 2 from 1 month to 3 months in 2020, and 5, 4, 6 for the road segment 3 from 1 month to 3 months in 2020, then the management server determines that the average value of the historical traffic accident times of the road segment 1 is 1, the average value of the historical traffic accident times of the road segment 2 is 3, the average value of the historical traffic accident times of the road segment 3 is 5, and if the preset number is 4, then 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.
In the present application, the non-dangerous road segment is a road segment other than at least one dangerous road segment among the target road segments, for example: in the above example, the non-dangerous road segment is composed of the road segment 1 and the road segment 2.
In addition, the management server may determine the dangerous road segments and the non-dangerous road segments by judging the number of times of the historical traffic accident of each road segment, and may determine the dangerous road segments and the non-dangerous road segments as follows:
it should be understood that highway ingress segments, service area egress segments, highway speed points segments, highway exit segments, highway tollgate segments are typically considered 6 large "dangerous segments" on highways. Therefore, the management server 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.
Further, the management server marks the dangerous road segments and the non-dangerous road segments, and can send the marks of the dangerous road segments and the non-dangerous road segments to the traffic flow control device.
Description is made for alternative two:
for any one of the road segments, the vehicle flow control device determines an average of historical traffic accident times for the road segment according to the historical traffic accident times for the road segment in different historical time periods. For any one of the road sections, if the average value of the historical traffic accident times of the road sections is larger than the preset times, the vehicle 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 smaller than or equal to the preset times, the vehicle flow control device determines that the road section is a non-dangerous road section. Or,
Alternatively, the vehicle 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 one of the road sections, if the average value of the historical traffic accident times of the road section is greater than or equal to the preset times, the vehicle 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 vehicle flow control device determines that the road section is a non-dangerous road section.
For example, if the traffic control device counts the number of historical traffic accidents for the road segment 1 of the target road from 1 month to 3 months in 2020 to 4, 3, 2, and 5, 4, 6 for the road segment 2 from 1 month to 3 months in 2020, then the traffic control device determines that the average value of the number of historical traffic accidents for the road segment 1 is 1, the average value of the number of historical traffic accidents for the road segment 2 is 3, the average value of the number of historical traffic accidents for the road segment 3 is 5, and assuming that the above-mentioned preset number is 4, then the traffic 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 vehicle flow control apparatus may determine the dangerous road segments and the non-dangerous road segments in addition to the dangerous road segments and the non-dangerous road segments by judging the number of historic traffic accidents of the respective road segments as follows:
it should be understood that highway ingress segments, service area egress segments, highway speed points segments, highway exit segments, highway tollgate segments are typically considered 6 large "dangerous segments" on highways. Accordingly, the traffic flow control apparatus may determine these road sections as dangerous road sections and determine the road sections other than at least one dangerous road section among the target road sections as non-dangerous road sections.
In summary, in the present application, the traffic flow control device may determine the dangerous road section and the non-dangerous road section according to the received identifications of the dangerous road section and the non-dangerous road section, and may determine the dangerous road section and the non-dangerous road section according to the number of historical traffic accidents of each road section, so that the dangerous road section and the non-dangerous road section may be effectively distinguished.
The technical effects of the application are further described by experimental data:
the tests are carried out in a simulator, and the high-speed incoming road section, the service area entrance road section, the service area exit road section, the high-speed-measuring point road section, the high-speed exit road section and the high-speed toll station road section are the 6 large dangerous road sections on the expressway which are commonly considered, and the ratio of the number of traffic accidents is determined by the technical scheme of the application and the prior art scheme provided by the background art section. The statistical results are shown in table 1.
TABLE 1
| Experimental order of steps | The ratio of the number of traffic accidents to the prior art |
| Dangerous road section 1 | 0.75 |
| Dangerous road section 2 | 0.72 |
| Dangerous road section 3 | 0.75 |
| Dangerous road section 4 | 0.73 |
| Dangerous road section 5 | 0.73 |
| Dangerous road section 6 | 0.70 |
Obviously, the result of the traffic flow control (i.e. the number of traffic accidents occurring in each road section) performed by the technical scheme of the present application is lower than the result of the traffic flow control (i.e. the number of traffic accidents occurring in each road section) performed by the prior art.
Fig. 4 is a schematic diagram of a traffic 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 the target road, a first correlation coefficient of each of at least one dangerous road segment of the target road, and a second correlation coefficient of a non-dangerous road segment of the target road. The control module 420 is configured to control the traffic flow of the dangerous segment and the traffic flow of the non-dangerous segment according to the average traffic flow, the first correlation coefficient and the second correlation coefficient. The first correlation coefficient is a correlation coefficient of the historical traffic flow of the target road and the historical traffic accident times of the dangerous road segments for any one of the at least one 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 of the non-dangerous road section.
Optionally, the apparatus 400 further includes a first determining module 430, configured to determine, for any one of the at least one dangerous road segment, a first correlation coefficient according to a historical traffic flow of the target road in different historical time periods and a historical traffic accident number of the dangerous road segment in different historical time periods.
Optionally, the first determining module 430 determines the first correlation coefficient specifically by the following formula:
wherein c i A first correlation coefficient representing an ith dangerous segment of the at least one dangerous segment, f k Representing the historical traffic flow of the target road in the kth historical time period, r i,k The number of historical traffic accidents of the ith dangerous road segment in the kth historical time period is represented, i=1, 2 … n, k=1, 2 … m, n represents the number of dangerous road segments in the target road, and m represents the number of different historical time periods.
Optionally, the apparatus 400 further includes a second determining module 440, configured to determine a second correlation number according to the historical traffic flow of the target road in the different historical time periods and the historical number of traffic accidents of the non-dangerous road segment in the different historical time periods.
Optionally, the second determining module 440 determines the second phase relation number specifically by the following formula:
Wherein c 0 A second correlation coefficient representing a non-dangerous road segment, f k Representing the historical traffic flow of the target road in the kth historical time period, r 0,k Representing historical intersections of non-dangerous road segments within a kth historical time periodThe number of accidents, k=1, 2 … m, m represents the number of different history time periods.
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 control 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 traffic 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: for the ith dangerous road segment, controlling the traffic flow of the ith dangerous road segment to be smaller thanWherein F represents the number of vehicles on the target road, s represents the length of the target road, ++>Representing average traffic flow, c 0 Representing a second correlation coefficient, c i A first correlation coefficient representing an ith dangerous segment.
Optionally, the control module 420 is specifically configured to: controlling traffic flow of non-dangerous road segments to be less thanWherein F represents the number of vehicles on the target road, s represents the length of the target road, ++>Representing average traffic flow, c 0 Representing a second correlation coefficient, c 1 ，c 2 …c n The first correlation coefficients of the 1 st and 2 nd … … n dangerous road sections are respectively represented.
Optionally, the control module 420 is specifically configured to: controlling traffic flow of non-dangerous road segments to be less thanF represents the number of vehicles on the target road, s represents the length of the target road, +.>Representing average traffic flow, c 0 Representing a second correlation coefficient, c i A first correlation coefficient representing an i-th dangerous segment of the at least one dangerous segment, i=1, 2 … n, n representing the number of dangerous segments in the target road.
Optionally, the apparatus 400 further comprises a receiving module 460 and a third determining module 450, where the receiving module 460 is configured to receive the identities of the dangerous road segments and the non-dangerous road segments. The third determining module 450 is configured to determine at least one dangerous road segment and non-dangerous road segment according to the identifications of the dangerous road segment and the non-dangerous road 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 the historical number of traffic accidents 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 traffic accident times of each road segment 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. For any one of the road sections, if the average value of the historical traffic accident times of the road sections is larger than the preset times, the road sections are determined to be dangerous road sections, and if the average value of the historical traffic accident times of the road sections is smaller than or equal to the preset times, the road sections are determined to be non-dangerous road sections.
It should be understood that apparatus embodiments and method embodiments may correspond with each other and that similar descriptions may refer to the method embodiments. To avoid repetition, no further description is provided here. Specifically, the apparatus 400 shown in fig. 4 may perform 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 the corresponding flow in each method in fig. 3, and are not further described herein for brevity.
The apparatus 400 of the embodiment of the present application is described above in terms of functional modules with reference to the accompanying drawings. It should be understood that the functional module may be implemented in hardware, or may be implemented by instructions in software, or may be implemented by a combination of hardware and software modules. Specifically, each step of the method embodiment in the embodiment of the present application may be implemented by an integrated logic circuit of hardware in a processor and/or an instruction in a software form, and the steps of the method disclosed in connection with the embodiment of the present application may be directly implemented as 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 a well-established storage medium in the art such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, and the like. The storage medium is located in a memory, and the processor reads information in the memory, and in combination with hardware, performs the steps in the above method embodiments.
Fig. 5 is a schematic block diagram of a vehicle flow control apparatus 500 provided by 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 for storing a computer program and for transmitting 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 application, the processor 520 may include, but is not limited to:
a general purpose processor, digital signal processor (Digital Signal Processor, DSP), application specific integrated circuit (Application Specific Integrated Circuit, ASIC), field programmable gate array (Field Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like.
In some embodiments of the application, the memory 510 includes, but is not limited to:
volatile memory and/or nonvolatile memory. The nonvolatile Memory may be a Read-Only Memory (ROM), a Programmable ROM (PROM), an Erasable PROM (EPROM), an Electrically Erasable EPROM (EEPROM), or a flash Memory. The volatile memory may be random access memory (Random Access Memory, RAM) which acts as an external cache. By way of example, and not limitation, many forms of RAM are available, such as Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double Data Rate SDRAM (Double Data Rate SDRAM), enhanced SDRAM (ESDRAM), synchronous Link DRAM (SLDRAM), and Direct memory bus RAM (DR RAM).
In some embodiments of the present application, the computer program may be divided into one or more modules, which are stored in the memory 510 and executed by the processor 520 to perform the methods provided by the present application. The one or more modules may be a series of computer program instruction segments capable of performing particular functions to describe the execution of the computer program in the vehicle flow control device.
As shown in fig. 5, the vehicle flow 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 send information or data to other devices or receive information or data sent by other devices. The transceiver 530 may include a transmitter and a receiver. The transceiver 530 may further include antennas, the number of which may be one or more.
It will be appreciated that the various components of the vehicle flow control device are connected by a bus system that includes, in addition to a data bus, a power bus, a control bus, and a status signal 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. Alternatively, embodiments of the present application also provide a computer program product comprising instructions which, when executed by a computer, cause the computer to perform the method of the method embodiments described above.
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. When loaded and executed on a computer, produces a flow or function in accordance with embodiments of the application, in whole or in part. The computer may be a general purpose computer, a special purpose computer, a computer network, or other programmable apparatus. The computer instructions may be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium, for example, the computer instructions may be transmitted from one website, computer, server, or data center to another website, computer, server, or data center by a wired (e.g., coaxial cable, fiber optic, digital subscriber line (digital subscriber line, DSL)) or wireless (e.g., infrared, wireless, microwave, etc.). The computer readable storage medium may be any available medium that can be accessed by a computer or a data storage device such as a server, data center, etc. that contains an integration of one or more 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 disc (digital video disc, DVD)), or a semiconductor medium (e.g., a Solid State Disk (SSD)), or the like.
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 solution. 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 by the present application, it should be understood that the disclosed systems, devices, and methods may be implemented in other manners. For example, the apparatus embodiments described above are merely illustrative, and for example, the division of the modules is merely a logical function division, and there may be additional divisions when actually implemented, for example, multiple modules or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or modules, which may be in electrical, mechanical, or other forms.
The modules illustrated as separate components may or may not be physically separate, and components shown as modules may or may not be physical modules, i.e., may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. For example, functional modules in various embodiments of the present application may be integrated into one processing module, or each module may exist alone physically, or two or more modules may be integrated into one module.
The above is only a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the present application, and the changes and substitutions are intended to be covered by the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (11)
1. A vehicle flow control method, characterized by comprising:
acquiring the average traffic flow of a target road, the first correlation coefficient of each of at least one dangerous road section of the target road and the second correlation coefficient of a non-dangerous road section of the target road;
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;
wherein, for any one of the at least one dangerous road segment, the first correlation coefficient of the dangerous road segment is a correlation coefficient of the historical traffic flow of the target road and the historical traffic accident number of the dangerous road segment;
the second correlation coefficient is a correlation coefficient of the historical traffic flow of the target road and the historical traffic accident times of the non-dangerous road section;
wherein the first correlation coefficient is determined by the following formula:
wherein c i A first correlation coefficient representing an ith one of the at least one dangerous segment, f k Representing the historical traffic flow of the target road in the kth historical period, r i,k Representing the number of historical traffic accidents of the ith dangerous road segment in the kth historical time period, wherein i=1, 2 … n, k=1, 2 … m, n represents the number of dangerous road segments in the target road, and m represents the number of different historical time periods;
wherein the second correlation coefficient is determined by the following formula:
wherein c 0 The second correlation coefficient, f, representing the non-dangerous road segment k Representing the historical traffic flow of the target road in the kth historical period, r 0,k And (3) representing the historical traffic accident times of the non-dangerous road sections in the kth historical time period, wherein k=1, 2 … m, and m represents the number of different historical time periods.
2. The method of claim 1, wherein said controlling the traffic flow of the jeopardized road segment based on the average traffic flow, the first correlation coefficient, and the second correlation coefficient comprises:
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,
according to the average traffic flow, the first correlation coefficient and the second correlation coefficient, 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 control; or,
and controlling the traffic flow of the dangerous road section to be lower than the traffic flow of the average traffic flow and the traffic flow of the non-dangerous road section after the traffic flow control according to the average traffic flow, the first correlation coefficient and the second correlation coefficient.
3. The method of claim 2, wherein said controlling the traffic flow of the dangerous segment to be lower than the average traffic flow based on the average traffic flow, the first correlation coefficient, and the second correlation coefficient comprises:
for the ith dangerous road segment, controlling the traffic flow of the ith dangerous road segment to be smaller than
Where F represents the number of vehicles on a target road, s represents the length of the target road,representing the average vehicle flow, c 0 Representing the second correlation coefficient, c i And a first correlation coefficient representing the ith dangerous road segment, wherein i=1, 2 … n and n represent the number of dangerous road segments in the target road.
4. The method of claim 2, wherein said controlling the traffic flow of the non-dangerous segment based on 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 smaller than
Where F represents the number of vehicles on a target road, s represents the length of the target road,representing the average vehicle flow, c 0 Representing the second correlation coefficient, c 1 ，c 2 …c n The first correlation coefficients of the 1 st and 2 nd … … n dangerous road sections are respectively represented.
5. The method of claim 2, wherein said controlling the traffic flow of the non-dangerous segment based on 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 smaller than
Where F represents the number of vehicles on a target road, s represents the length of the target road,representing the average vehicle flow, c 0 Representing the second correlation coefficient, c i A first correlation coefficient representing an i-th dangerous segment of the at least one dangerous segment, i=1, 2 … n, n representing the number of dangerous segments in the target road.
6. The method of any one of claims 1-5, further comprising:
receiving identifications of the dangerous road segments and the non-dangerous road segments;
and determining the at least one dangerous road section and the non-dangerous road section according to the identifications of the dangerous road section and the non-dangerous road section.
7. The method of any one of claims 1-5, further comprising:
acquiring historical traffic accident times of each road section of the target road in different historical time periods;
and determining the dangerous road sections and the non-dangerous road sections on the target road according to the historical traffic accident times of each road section of the target road in different historical time periods.
8. The method of claim 7, wherein the determining the dangerous segment and the non-dangerous segment on the target link based on the number of historical traffic incidents for each segment of the target link for different historical time periods comprises:
for any one of the road sections, determining an average value of the historical traffic accident times of the road section according to the historical traffic accident times of the road section in different historical time periods;
and aiming at any road section in the road sections, if the average value of the historical traffic accident times of the road sections is larger than the preset times, determining the road sections as dangerous road sections, and if the average value of the historical traffic accident times of the road sections is smaller than or equal to the preset times, determining the road sections as non-dangerous road sections.
9. A vehicle flow control device, characterized by comprising:
the system comprises an acquisition module, a control module and a control module, wherein the acquisition module is used for acquiring the average traffic flow of a target road, the first correlation coefficient of each of at least one dangerous road section of the target road and the second correlation coefficient of a non-dangerous road 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;
Wherein, for any one of the at least one dangerous road segment, the first correlation coefficient of the dangerous road segment is a correlation coefficient of the historical traffic flow of the target road and the historical traffic accident number of the dangerous road segment;
the second correlation coefficient is a correlation coefficient of the historical traffic flow of the target road and the historical traffic accident times of the non-dangerous road section;
wherein the first correlation coefficient is determined by the following formula:
wherein c i A first correlation coefficient representing an ith one of the at least one dangerous segment, f k Representing the historical traffic flow of the target road in the kth historical period, r i,k Representing the number of historical traffic accidents of the ith dangerous road segment in the kth historical time period, wherein i=1, 2 … n, k=1, 2 … m, n represents the number of dangerous road segments in the target road, and m represents the number of different historical time periods;
wherein the second correlation coefficient is determined by the following formula:
wherein c 0 The second correlation coefficient, f, representing the non-dangerous road segment k Representing the historical traffic flow of the target road in the kth historical period, r 0,k And (3) representing the historical traffic accident times of the non-dangerous road sections in the kth historical time period, wherein k=1, 2 … m, and m represents the number of different historical time periods.
10. A vehicle flow control apparatus, characterized by comprising:
a processor and a memory for storing a computer program, the processor being for invoking and running the computer program stored in the memory to perform the method of any of claims 1 to 8.
11. A computer readable storage medium storing a computer program for causing a computer to perform the method of any one of claims 1 to 8.
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