CN113538895B - Vehicle regulation and control method, device and system and computer storage medium - Google Patents

Vehicle regulation and control method, device and system and computer storage medium Download PDF

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Publication number
CN113538895B
CN113538895B CN202011104088.3A CN202011104088A CN113538895B CN 113538895 B CN113538895 B CN 113538895B CN 202011104088 A CN202011104088 A CN 202011104088A CN 113538895 B CN113538895 B CN 113538895B
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lane
sub
average
time period
vehicle
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CN113538895A (en
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侯琛
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Tencent Technology Shenzhen Co Ltd
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Tencent Technology Shenzhen Co Ltd
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles

Abstract

The application provides a vehicle regulation and control method, a device, a system and a computer storage medium, wherein the method comprises the following steps: determining an average bearing capacity of each of at least two lanes on a target road segment at each monitoring time within a first time period, wherein the first time period comprises at least two sub-time periods, and each sub-time period is a time period between two adjacent monitoring times; according to the average bearing capacity of each lane at each monitoring moment, determining the average bearing capacity increment of each lane in each sub-time period; determining an average bearing capacity increment ratio of each lane in each sub-time period according to the average bearing capacity increment of each lane in each sub-time period, wherein the average bearing capacity increment ratio of each lane is the ratio of the average bearing capacity increment of each lane to the total average bearing capacity increment of at least two lanes; and regulating and controlling the vehicles on at least two lanes according to the average weight increment ratio of each lane in each sub-time period.

Description

Vehicle regulation and control method, device and system and computer storage medium
Technical Field
The present application relates to the field of traffic technology, and more particularly, to a vehicle regulation method, device, system, and computer storage medium.
Background
Along with the increase of the traffic flow, the rolling degree of the vehicle on the road surface is also increased, so that the maintenance cost of the lane is increased, the rolling of the vehicle on the road surface is reduced by only reducing the traffic flow, and the traffic efficiency of the lane is affected.
Disclosure of Invention
The embodiment of the application provides a vehicle regulation and control method, device and system and a computer storage medium, which can ensure the traffic flow of a lane and effectively regulate the rolling degree of a vehicle on the lane.
In a first aspect, a vehicle regulation method is provided, including: determining an average bearing capacity of each of at least two lanes on a target road segment at each monitoring time within a first time period, wherein the first time period comprises at least two sub-time periods, and each sub-time period is a time period between two adjacent monitoring time points; determining the average bearing capacity increment of each lane in each sub-time period according to the average bearing capacity of each lane at each monitoring moment; determining the average weight increment ratio of each lane in each subperiod according to the average weight increment of each lane in each subperiod, wherein the average weight increment ratio of each lane is the ratio of the average weight increment of each lane in the total average weight increment of at least two lanes; and regulating and controlling the vehicles on the at least two lanes according to the average weight increment ratio of each lane in each sub-time period.
In some possible implementations, the number of each type of vehicle on each lane may be obtained by a road monitoring device for determining the load bearing capacity of each lane. The road monitoring device may be, for example, a road monitoring camera.
In some possible implementations, the length of the sub-period is a shooting period of the road monitoring device.
In some possible implementations, the repair rate of the target road segment is determined according to the number of repair days of the target road segment in one year and the total number of days included in one year. And the maintenance rate of the target road section is considered for vehicle regulation, so that the maintenance rate of the target road section is not improved, namely the maintenance cost of the target road section is not increased.
In some possible implementations, the length of the first time period may be an average length of a plurality of vehicles driving into the target section to driving out of the target section.
In a second aspect, there is provided a vehicle regulation device including: a processing unit, configured to determine an average bearing capacity of each of at least two lanes on a target road segment at each monitoring time within a first time period, where the first time period includes at least two sub-time periods, and each sub-time period is a time period between two adjacent monitoring times; determining the average bearing capacity increment of each lane in each sub-time period according to the average bearing capacity of each lane at each monitoring moment; and determining an average weight increment duty ratio of each lane in each subperiod according to the average weight increment of each lane in each subperiod, wherein the average weight increment duty ratio of each lane is the duty ratio of the average weight increment of each lane in the total average weight increment of at least two lanes; and the regulating and controlling unit is used for regulating and controlling the vehicles on the at least two lanes according to the average weight increment ratio of each lane in each sub-time period.
In a third aspect, there is provided a vehicle regulation device including: a communication bus, a processor, a communication interface and a memory, the processor, the communication interface and the memory being interconnected by the communication bus, wherein the memory is for storing application program code, the processor being configured to invoke the program code to perform the method as described above in the first aspect.
In a fourth aspect, a vehicle regulation and control system is provided, including a road monitoring device, a processor, a navigation indication device, an output module, and a memory, wherein the road monitoring device, the processor, the navigation indication device, and the output module are connected to each other;
wherein the memory is for storing application program code, the processor being configured to invoke the program code to perform the method as described above in the first aspect.
In a fifth aspect, there is provided a computer storage medium storing a computer program comprising program instructions which, when executed by a processor, cause the processor to perform the method of the first aspect as described above.
According to the embodiment of the application, the vehicle regulation and control is carried out according to the average bearing capacity increment ratio of the lane instead of the total bearing capacity or average bearing capacity increment of the lane, because the total bearing capacity or average bearing capacity increment of the lane is an absolute quantity, at different monitoring moments, the difference of the total bearing capacity or average bearing capacity increment of the lane can be quite large, namely, the base numbers of the bearing parameters can be inconsistent, the traffic regulation and control according to the bearing parameters with different base numbers has no rationality, the ratio of the average bearing capacity increment of the lane is equivalent to normalization of the bearing parameters of the lane, and the vehicle regulation and control is more reasonable based on the bearing parameters with the same base number. And the average bearing capacity increment ratio of the lanes in at least two sub-time periods is considered for vehicle regulation, so that the vehicle regulation of granularity as fine as one monitoring period (namely, the time interval between two adjacent monitoring moments and one sub-time period) can be realized.
Therefore, the vehicle is regulated and controlled according to the average bearing capacity increment ratio of at least two lanes in at least two sub-time periods in the first time period, the average bearing capacity increment ratio of the lanes in a period is considered, balance of the average bearing capacity increment ratio of the same lane in the time dimension is facilitated, balance of the average bearing capacity increment ratio of at least two lanes in different lanes in the space dimension is facilitated, maintenance period of each lane is effectively balanced, and maintenance cost and maintenance period of the lanes are reduced.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is an application scenario diagram of a vehicle regulation method and device according to an embodiment of the present application.
Fig. 2 is a system configuration block diagram of a vehicle regulation method and apparatus according to an embodiment of the present application.
Fig. 3 is a schematic flowchart of a vehicle regulation method provided in an embodiment of the present application.
Fig. 4 is a schematic flow chart of a manner of determining an average bearing capacity of a lane provided by an embodiment of the present application.
Fig. 5 is a schematic diagram of a manner of determining a coverage area of a lane by a vehicle according to an embodiment of the present application.
Fig. 6 is a schematic structural diagram of a vehicle regulation device according to an embodiment of the present application.
Fig. 7 is another schematic structural view of the lane control apparatus provided in the embodiment of the present application.
Fig. 8 is a schematic structural diagram of a lane control system provided in an embodiment of the present application.
Detailed Description
For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
Artificial intelligence (Artificial Intelligence, AI) is the theory, method, technique and application system that uses a digital computer or a machine controlled by a digital computer to simulate, extend and extend human intelligence, sense the environment, acquire knowledge and use the knowledge to obtain optimal results. In other words, artificial intelligence is an integrated technology of computer science that attempts to understand the essence of intelligence and to produce a new intelligent machine that can react in a similar way to human intelligence. Artificial intelligence, i.e. research on design principles and implementation methods of various intelligent machines, enables the machines to have functions of sensing, reasoning and decision.
The artificial intelligence technology is a comprehensive subject, and relates to the technology with wide fields, namely the technology with a hardware level and the technology with a software level. Artificial intelligence infrastructure technologies generally include technologies such as sensors, dedicated artificial intelligence chips, cloud computing, distributed storage, big data processing technologies, operation/interaction systems, mechatronics, and the like. The artificial intelligence software technology mainly comprises a computer vision technology, a voice processing technology, a natural language processing technology, machine learning/deep learning and other directions.
The intelligent traffic is a new generation information technology which fully utilizes the Internet of things, space perception, cloud computing, mobile Internet and the like in the whole traffic transportation field, comprehensively utilizes theories and tools such as traffic science, system methods, artificial intelligence, knowledge mining and the like, and carries out management and control support on the whole traffic field such as traffic management, traffic transportation, public travel and the like and the whole traffic construction management process, so that the traffic system has the capabilities of perception, interconnection, analysis, prediction, control and the like in an even larger space-time range of areas and cities, thereby fully guaranteeing traffic safety, exerting the efficacy of traffic infrastructure, improving the running efficiency and the management level of the traffic system, and serving the unobstructed public travel and sustainable economic development.
Intelligent maintenance of lanes is an important field of intelligent traffic, in the related art, rolling of the lanes is reduced mainly by controlling the traffic flow, and in some scenes, the rolling degree of the lanes is different due to different types of vehicles, for example, as shown in fig. 1, the rolling degree of the large truck in the lane 3 on the lanes is greater than that of the car in the lane 1, if the rolling of the lanes is controlled by simply reducing the traffic flow, the traffic efficiency of the road is reduced, and the rolling degree of the vehicles on each lane cannot be dynamically balanced.
In view of this, the embodiment of the present application provides a vehicle regulation and control method, which can obtain average load increment duty ratio data of a lane in a period of time, and because the average load increment duty ratio of the lane can correctly reflect dynamic changes of the rolling degree of the lane, the rolling degree of each lane can be dynamically balanced by regulating and controlling the vehicle based on the data, and detailed description will be given below with reference to specific embodiments. In order to better understand the embodiments of the present application, a system architecture to which the embodiments of the present application are applicable will be described first with reference to fig. 2.
As shown in fig. 2, the system architecture 100 may include one or more servers 101, a network 102, and a plurality of road monitoring devices 103. The network 102 is a medium through which the road monitoring device 103 and the server 101 communicate. Network 102 may include various connection types such as wired, wireless communication links, or fiber optic cables, among others.
It should be understood that the number of road monitoring devices 103, networks 102 and servers 101 in fig. 2 is merely illustrative. There may be any number of road monitoring devices 103, networks 102, and servers 101, as desired for implementation.
The road monitoring device 103 may be, for example, various electronic devices for monitoring functions including, but not limited to, cameras, video cameras, radar measurement devices, infrared measurement devices, and the like. The road monitoring device 103 may have various data transmission applications installed thereon for data transmission with the server 101. For example, the server 101 may acquire the number of different types of vehicles on a lane, or acquire the occupation area of the lane by the vehicle on the target link, or the like, through a screen captured by the road monitoring apparatus 103.
The server 101 may be a server providing various services, such as a background server processing vehicle data provided by the road monitoring device 103. The background server can analyze and process the received vehicle data to perform traffic early warning, path planning and the like. For example, the analysis result can be displayed on any platform or product of real-time traffic conditions, such as a digital large screen, map service application, taxi taking software, a logistics scheduling system and the like, and the load-bearing parameter change of the lane to the vehicle can be dynamically displayed for the terminal in time, so that the user can conveniently plan a route.
In some embodiments, the server 101 and the road monitoring device 103 constitute a road monitoring platform, or vehicle regulation system. Alternatively, the road monitoring platform may include the network 102.
The user 104 may interact with the server 101 through the network 106 using the terminal 105 to receive or send messages or the like. For example, terminal 105 may install and operate with an associated Client (Client). A client (e.g., a map service client, etc.) refers to a program that corresponds to the server 101 and provides a service to a user. Here, the service may include, but is not limited to: load bearing parameter analysis of a lane, traffic early warning, path planning and the like.
Clients include, for example, but are not limited to, locally running applications, functions running on a Web browser (also known as Web apps), applets embedded in email, applets embedded in client software for instant messaging, and functions embedded in other applications (e.g., application accounts applied by developers or merchants on public platforms), etc. For clients, the server 101 needs to have a corresponding server program running thereon to provide corresponding services, such as database services, data computation, decision execution, and so on. The user 104 uses the terminal 105 to perform related operations for traffic, such as load-bearing parameter viewing of lanes, path planning, and the like, on the corresponding platform.
For example, in the map service client, the server 101 performs path planning according to the load-bearing parameters of the lane, and sends the path planning result to the map service client of the user 104, and the user 104 can arrange the action route according to the path planning result through the map service client installed and operated on the terminal 105, so that the intelligent traffic and the intelligent maintenance of the road can be realized.
The terminal 105 in the embodiment of the present application may include, but is not limited to, any kind of handheld electronic product based on an intelligent operating system, which can perform man-machine interaction with the user 104 through input devices such as a keyboard, a virtual keyboard, a touch pad, a touch screen, and a voice control device, such as a smart phone, a tablet computer, a personal computer, and the like. The intelligent operating system includes, but is not limited to, any operating system that enriches device functions by providing various mobile applications to a mobile device, such as Android (Android), IOS, windows Phone, etc.
Not limited to the system architecture of the vehicle regulation method provided in the present application, other devices, such as a third party server, may be further included, for example, to store lane information of the target road section, such as the width of the lane, the maintenance rate of the road, and the like.
Fig. 3 is a schematic flow chart of a vehicle regulation method 300 according to an embodiment of the present application, and the method 300 may be based on the system architecture shown in fig. 2. The vehicle regulation method 300 is described below in terms of a vehicle regulation unit, which may be, for example, the server 101 in fig. 2. The method specifically comprises the following steps:
step 310: an average bearing capacity of each of at least two lanes on the target road segment at each monitoring time instant within the first time period is determined.
It should be understood that the target road section may be any road section, and the length of the target road section may be determined according to actual requirements, where the target road section has at least two lanes, and the at least two lanes are lanes with the same function, for example, are all motor vehicle lanes.
The duration T of the first period may be determined according to the length of the target link and the travel speed of the vehicle on the target link. As an example, the duration T of the first period may be an average duration of the vehicle on the target road segment from entering the target road segment to exiting the target road segment.
Specifically, the longitudinal distance of the target link (i.e., the length in the vehicle traveling direction) is known, and it is further possible to acquire the vehicle speed of the vehicle in the target link, for example, by video capturing and video analysis by the road monitoring device. The length of time from the entry of each vehicle to the exit of each vehicle from the target section is then obtained by dividing the longitudinal distance of the target section by the speed of each vehicle, and then the average of these lengths is taken as the length T.
In some scenarios, the monitoring time may refer to a monitoring time or shooting time of a road monitoring device (e.g., road monitoring device 103 in fig. 2), the first time period comprising at least two sub-time periods, each sub-time period being a time period between two adjacent monitoring times, or a perceived period, or shooting period, of the road monitoring device.
A specific implementation of step 310 is described below in conjunction with fig. 4.
As shown in fig. 4, step 310 may include the following:
step 311: the number of each type of vehicle on each lane is acquired.
The number of different types of vehicles on each lane may be acquired, for example, by a road monitoring device, such as a camera.
Assuming that the target road section has M lanes, respectively denoted as lanes 1,2, & gt, M, n vehicle types, respectively denoted as vehicles 1,2, & gt, n, each type of vehicle may correspond to one mass range, and the mass ranges respectively corresponding to vehicles 1,2, & gt, n are denoted as M 1 ,M 2 ,...,M n . As one example, vehicle types may be divided into four categories: mini-size car, small-size car, medium-size car and large-size car. The mass ranges corresponding to the large-sized vehicle, the medium-sized vehicle, the small-sized vehicle and the micro-sized vehicle are respectively 'not more than 1800 kg', '1800 kg to 4500 kg', '4500 kg to 12000 kg', 'greater than or equal to 12000 kg'.
At the monitoring time t, the number of each type of vehicle on each lane is acquired and n is recorded i,j,t Is the number of vehicles i traveling in lane j.
Step 312: the bearing capacity of each type of vehicle on each lane is determined according to the number of each type of vehicle on each lane and the corresponding mass range of each type of vehicle.
Specifically, according to the number of vehicles i and the corresponding mass M i It can be estimated approximately that at the monitoring time t, the total load of the lane j on the vehicle i is n i,j,t M i 。
Step 313: the sum of the bearing capacities of each type of vehicle on each lane is determined as the total bearing capacity of each lane.
Specifically, after the number of different types of vehicles in different lanes is obtained, the total bearing capacity of the lane j at the monitoring time t can be determined
The total bearing capacity of m for all types of vehicles at monitoring time t, lanes 1,2,., respectively, is:
step 314: the area occupied by the vehicle on each lane for the lane is determined.
Specifically, the area of occupation of the lane by the vehicle on each lane may be determined according to the width of the lane and the longitudinal coverage of the target section by the vehicle.
In some embodiments, the width of the lane is fixed, e.g. pre-stored in a server, in which case the width of the lane may be retrieved from the server. In other embodiments, the width of the lanes may be acquired in real time, such as by road monitoring equipment acquiring the width of each lane. Specifically, the method is obtained by shooting through a road camera and performing video analysis.
In some embodiments, as shown in fig. 5, the longitudinal coverage length of the vehicle on each lane is the distance from the first vehicle to the last vehicle on each lane, for example, the distance from the head of the first vehicle to the tail of the last vehicle. It will be appreciated that in some cases, although there is a gap between two vehicles, i.e. no vehicle, the gap will be crushed successively by the vehicles as they are travelling dynamically, and thus the vehicle's footprint for the lane can be determined in this way.
Specifically, the vehicle regulation and control unit acquires the widths of lanes 1,2, m, respectively denoted as W, from the road monitoring device 1,t ,W 2,t ,...,W n,t . At monitoring time t, the longitudinal coverage length of lanes 1,2, m (e.g. photographed by a road camera and video analyzed) is acquired from the road monitoring device, denoted L, respectively 1,t ,L 2,t ,...,L n,t Further, according to the two parameters, the occupation area (or coverage area) of the vehicles in different lanes to the lanes can be determined, and the occupation areas are respectively recorded as:
S 1 (t)＝W 1,t L 1,t ,
S 2 (t)＝W 2,t L 2,t ,
S n (t)＝W n,t L n,t
wherein S is j And (t) represents the occupied area of the vehicle to the lane j at the monitoring time t.
Step 315: and determining the average bearing capacity of each lane according to the total bearing capacity of each lane and the occupied area of the vehicle on each lane to the lane.
Specifically, the vehicle regulation and control unit determines the average bearing capacity of the lanes 1,2 according to the total bearing capacity of the lanes 1,2, m determined in step 313 and the occupied area of the lanes by the vehicle determined in step 314.
Wherein the lane 1,2, the average bearing weights of m are respectively:
h 1 (t)＝f 1 (t)/S 1 (t),
h 2 (t)＝f 2 (t)/S 2 (t),
h m (t)＝f m (t)/S m (t)
wherein h is j (t) represents the average bearing capacity of lane j at the monitoring time t.
Further, the vehicle regulation unit may further acquire the average bearing weights corresponding to the acquired lanes 1,2, m respectively at other monitoring moments in the first period of time in a manner of step 311-step 315.
For example, at the monitoring time t+Δt, the average bearing weights for lanes 1,2, respectively, m are acquired:
h 1 (t+Δt)＝f 1 (t+Δt)/S 1 (t+Δt),
h 2 (t+Δt)＝f 2 (t+Δt)/S 2 (t+Δt),
h m (t+Δt)＝f m (t+Δt)/S m (t+Δt)
and obtaining the average bearing weight of lanes 1,2 at the monitoring time t+2Δt, respectively corresponding to m:
h 1 (t+2Δt)＝f 1 (t+2Δt)/S 1 (t+2Δt),
h 2 (t+2Δt)＝f 2 (t+2Δt)/S 2 (t+2Δt),
h m (t+2Δt)＝f m (t+2Δt)/S m (t+2Δt)
wherein h is j (t+Δt) represents the average bearing capacity of lane j at monitoring time t+Δt, h j (t+2Δt) represents the average bearing capacity of the lane j at the monitoring time t+2Δt.
In some embodiments, Δt may be the shooting period of the road monitoring device if the vehicle regulation unit acquires the above parameters through the road monitoring device shooting analysis.
It should be noted that the monitoring times t and t+Δt are two adjacent monitoring times, and t+Δt and t+2Δt are two adjacent monitoring times.
Step 320: and determining the average bearing capacity increment of each lane in each sub-time period according to the average bearing capacity of each lane at each monitoring time.
Wherein the average bearing capacity increment of each lane is the variation of the average bearing capacity on each lane in the sub-time period.
Specifically, the traffic control unit determines the average bearing capacity of lanes 1,2 after two adjacent monitoring moments t and t+Δt, the average bearing capacity increment of lanes 1,2 for the sub-period Δt for m is:
Δh 1,t,t+Δt ＝h 1 (t+Δt)-h 1 (t),
Δh 2,t,t+Δt ＝h 2 (t+Δt)-h 2 (t),
Δh m,t,t+Δt ＝h m (t+Δt)-h m (t)
wherein Δh j,t,t+Δt The average bearing capacity increment of lane j during the sub-period Δt between the monitoring instants t and t+Δt is represented.
Step 330: and determining the average weight increment duty ratio of each lane according to the average weight increment of each lane in each sub-time period.
Specifically, after determining the average bearing capacity increment of each lane over the sub-period Δt, it is further possible to determine the ratio of the average bearing capacity increment of each lane to the total average bearing capacity increment of at least two lanes, i.e., lane 1, 2..:
…，
wherein w is j,t,t+Δt The average bearing weight increment duty cycle for the sub-period Δt between the monitoring times t and t+Δt for lane j. Represents the total average bearing capacity increase of lanes 1,2, m for a sub-period Δt between monitoring instants t and t+Δt.
Further, the vehicle regulation unit may also determine the lane 1,2 in the manner in steps 320-330, the average bearing capacity increment of m in the sub-period Δt between two adjacent monitoring moments t+Δt and t+2Δt, respectively noted as:
Δh 1,t+Δt,t+2Δt ＝h 1 (t+2Δt)-h 1 (t+Δt),
Δh 2,t+Δt,t+2Δt ＝h 2 (t+2Δt)-h 2 (t+Δt),
…，
Δh m,t+Δt,t+2Δt ＝h m (t+2Δt)-h m (t+Δt)
wherein Δh j,t+Δt,t+2Δt The average bearing capacity increment of lane j during the sub-period Δt between the monitoring instants t+Δt and t+2Δt is represented.
Then, the average bearing weight increment ratio of the sub-period Δt between two adjacent monitoring moments t+Δt and t+2Δt for the lane 1,2 is determined, denoted respectively as:
…，
wherein w is j,t+Δt,t+2Δt The average weight increment duty cycle for lane j over a sub-period Δt between t+Δt and t+2Δt.Represents the total average bearing capacity increment of lane 1,2, m for a sub-period Δt between monitoring instants t+Δt and t+2Δt.
S340: and determining whether to regulate and control the vehicles on at least two lanes according to the average weight increment ratio of each lane in each sub-time period.
In some embodiments, whether to regulate the vehicle on at least two lanes may be determined based on whether the average incremental load bearing ratio for each lane is balanced for at least two sub-periods of the first period.
For example, if the average weight gain ratio of each lane is balanced for the first period of time, the vehicles on at least two lanes may not be regulated. Or if the average weight increment of each lane in the first time period is unbalanced, vehicles on at least two lanes can be regulated and controlled so that the average weight increment of each lane is balanced.
In some embodiments, the vehicle regulation unit may determine whether the average load-carrying capacity increment duty ratio of the same lane is balanced according to a difference of the sum of the average load-carrying capacity increment duty ratios of the same lane in adjacent sub-periods.
For example, if the average bearing capacity increment ratio of lane j is w in the sub-period Δt between the monitoring time t and t+Δt j,t,t+Δt The average bearing capacity increment ratio of the lane j is w in the sub-time period delta t between the monitoring moments t+delta t and t+2 delta t j,t+Δt,t+2Δt If w j,t,t+Δt And w j,t+Δt,t+2Δt The sum being less than a certain threshold, or if the average bearing weight increase in the two deltas is the sum of the ratios (i.e. w j,t,t+Δt +w j,t+Δt,t+2Δt ) And the sum of the average bearing weight increment ratios of two deltat after (i.e. w j,t+2Δt,t+3Δt +w j,t+3Δt,t+4Δt ) Is less than a certain threshold, it is determined that lane j is balanced during this time.
In some embodiments, the vehicle regulation unit may determine whether the average weight gain ratio of the lanes on the target road section is balanced according to a difference of the sum of the average weight gain ratios of the different lanes in the adjacent sub-time periods. For example, if the difference between the average weight gain ratio of the different lanes is less than a certain threshold value during adjacent sub-time periods, it may be determined that the average weight gain ratio of the lanes on the target road segment is balanced.
Taking the case that the target road section comprises a lane j and a lane i as an example, in a subperiod delta t between the monitoring time t and t+delta t, the average weight-bearing increment of the lane j is w j,t,t+Δt The average bearing capacity increment of lane i is w i,t,t+Δt The average bearing capacity increment ratio of the lane j is w in the sub-time period delta t between the monitoring moments t+delta t and t+2 delta t j,t+Δt,t+2Δt The average bearing capacity increment of lane i is w i,t+Δt,t+2Δt If lane j has the sum of the average bearing capacity increment ratios (i.e., w) j,t,t+Δt +w j,t+Δt,t+2Δt ) And the sum of the average bearing capacity increment duty cycle of lane i over two deltat (i.e. w i,t,t+Δt +w i,t+Δt,t+2Δt ) The difference of (2) is smaller than a certain threshold value, and the lane on the target road section is determinedThe average bearing capacity increment ratio is balanced.
Therefore, according to the vehicle control method of the embodiment of the application, the vehicle can be regulated and controlled according to the average bearing capacity increment ratio on the same lane in the adjacent subperiod, so that the difference of the sum of the average bearing capacity increment ratios on the same lane in different adjacent subperiods delta t is as small as possible, namely the balance of the average bearing capacity increment ratios on the same lane in the time dimension is realized.
And the vehicles are regulated and controlled according to the average bearing capacity increment ratio of different lanes in the adjacent subperiod, so that the difference of the sum of the average bearing capacity increment ratios of different lanes in the adjacent subperiod is as small as possible, and the balance of the average bearing capacity increment ratios of different lanes in the space dimension is realized. And further effectively balance the maintenance period of each lane, and reduce the maintenance cost and the maintenance period of the lane.
It should be appreciated that the above manner of vehicle regulation according to the average incremental load bearing capacity of the lane is merely an example, and the present application is not limited thereto. In practical application, the maintenance rate of the target road section can be further combined for regulation and control, so that the maintenance rate of the target road section is not improved while the traffic flow is ensured and the bearing capacity of the lane is balanced.
In some embodiments, step 240 may specifically include:
sequencing the average weight increment ratio of at least two lanes in a first sub-time period in a first time period according to a first sequence to obtain a first sequence, wherein the first sequence is from big to small or from small to big;
sequencing the average weight increment ratio of at least two lanes in a second sub-time period in the first time period according to a second sequence to obtain a second sequence, wherein the first sequence is opposite to the second sequence, and the second sub-time period is adjacent to the first sub-time period;
based on the first sequence and the second sequence, it is determined whether there is an unbalanced pair within the first sub-period and the second sub-period.
And regulating and controlling the vehicles on at least two lanes according to the number of sub-time periods in which the unbalanced pairs exist in the first time period.
Taking the first sub-period as the sub-period Δt between t and t+Δt, the second sub-period as the sub-period Δt between the monitoring time t+Δt and t+2Δt as an example.
In particular, the vehicle flow control unit controls the speed of the vehicle in lanes 1,2, m average bearing weight increment ratio w in first sub-period 1,t,t+Δt ,w 2,t,t+Δt ,...,w m,t,t+Δt The first sequence is obtained by arranging the materials in the order from big to small (from small to big), and the average bearing weight increment ratio after the sequencing is recorded asLane 1,2, no., m average bearing weight increment ratio w in second sub-period 1,t+Δt,t+2Δt ,w 2,t+Δt,t+2Δt ,...,w m,t+Δt,t+2Δt The second sequence is obtained by arranging the materials in the order from small to large (from large to small), and the average bearing weight increment ratio after the sequencing is recorded as
Further, whether a balance pair exists is determined according to the lane corresponding to the average bearing weight increment duty ratio in the first sequence and the second sequence or the sum of the average bearing weight increment duty ratios of the same lane corresponding to the two sequences. If no balancing pair is present, the vehicle distribution for each lane may be considered to be balanced for two consecutive sub-periods Δt.
As one example, for the same order of average bearing capacity increment duty cycle in the first and second sequences, e.g. in the first sequenceAnd +. >If they correspond to the same lane, they are said to be "balanced pairs", otherwise they are said to be "non-Balance pair.
If there is a "balance pair" in both sequences, i.e. there is no "unbalance pair", the amount of change in the traffic flow of each lane is balanced over two consecutive sub-periods Δt, i.e. if the average bearing weight increase ratio is small (large) in the first sub-period Δt, then the increase in the second sub-period Δt is large (small) so that the balance can be achieved.
As another embodiment, the first sequence and the second sequence may be referred to as "unbalanced pairs" if the average load increase ratio of the same sequence in the first sequence and the second sequence is the same for the corresponding lanes, but the sum of the average load increase ratio of the lanes in the first sequence and the second sequence is greater than a first threshold.
Alternatively, the first threshold may be determined according to actual requirements, or may be determined according to a sum of average load-carrying capacity increment ratios of at least two lanes in two adjacent sub-time periods, for example, an average value of the sum of average load-carrying capacity increment ratios of at least two lanes in two adjacent sub-time periods may be taken.
It should be noted that, in the embodiment of the present application, it is considered that the vehicle control is performed according to the average load-carrying capacity increment ratio of the lane instead of the absolute total load carrying capacity or the average load carrying capacity increment, because the total load carrying capacity of the target road section may be different, that is, the vehicle flow rate base is different, at three adjacent monitoring moments t, t+Δt and t+2Δt. However, to dynamically balance the rolling degree of the vehicle on each lane, if the traffic base of each time is different, the rolling degree of each lane by the vehicle at different times cannot be directly compared. The average bearing capacity is a certain monitoring moment, also an absolute quantity, and cannot reflect the dynamic change condition of the rolling degree born by each lane, which is similar to the relation between a function and a function derivative (difference), and the latter can reflect the speed of the change trend, so the increment of the average bearing capacity can reflect the change trend more. However, as previously mentioned, since the total bearing capacities of the lanes at three adjacent monitoring moments t, t+Δt and t+2Δt may not be the same, i.e. the cardinality is different, the lane isThe average bearing capacity may be different at three times, and the base of the average bearing capacity increment may be different, so that the average bearing capacity increment is only an absolute increment. In two different sub-time periods Δt, it is not very suitable to directly compare the absolute increase value of the average bearing capacity of a certain lane in the first sub-time period Δt with the absolute increase value of the average bearing capacity of that lane in the second sub-time period (because their original cardinality, i.e. the total bearing capacity of the lanes, may differ greatly). Therefore, the ratio of the average bearing capacity increment can be compared and normalized as the bearing parameters of the lane every day, and the comparison is more reasonable based on the ratio. And because of Δh 1,t+Δt,t+2Δt +Δh 1,t,t+Δt ＝h 1 (t+2Δt)-h 1 (t+Δt)+h 1 (t+Δt)-h 1 (t)＝h 1 (t+2Δt)-h 1 (t), if only the average bearing capacity of the lane is considered, the granularity of the scheme cannot reach Δt. In fact, since the traffic flow in the middle of the night is very low, which may be approximately 0, the traffic flow in any one lane may be approximately considered to vary from 0 from the morning, and the above-described implementation of the "balanced pair" and "unbalanced pair" based on the average weight gain ratio may ensure that the difference in the sum of the average weight gain ratios of each lane over the adjacent two sub-periods Δt is as small as possible.
Further, in some embodiments, the vehicle regulation unit may regulate the vehicles on at least two lanes according to the number of sub-time periods in which the unbalanced pair exists in the first time period and the maintenance rate of the target road section.
Optionally, the maintenance rate p of the target road section repair The maintenance days of the target road section in one year and the total number of days included in one year are determined. For example, p repair The ratio of the number of maintenance days of the target road section within one year to the total number of days included in one year may be.
Since the average degree of rolling of the road by the vehicle is an important factor causing breakage of the road and requiring maintenance. And the average degree of rolling of the vehicle on the road depends on the ratio of the average bearing capacity of the road to the vehicle. So if the "unbalanced pair" of total load-carrying capacity increment duty cycles of the lanes is large, it means that the load-carrying capacity duty cycle of each lane is uneven. Therefore, the vehicle on the lane is regulated and controlled by referring to the maintenance rate of the target road section, so that the maintenance period or service life of each lane is balanced, and the maintenance rate of the road is not improved.
The vehicle regulation unit may determine whether there are unbalanced pairs in two adjacent sub-time periods Δt in the first time period according to the manner described in the foregoing embodiment, and x number of sub-time periods Δt in which "unbalanced pairs" are recorded, and x is an integer. The first period T includes y Δt, y being a positive integer. Further, according to x, y and p repair And judging whether the vehicle is regulated or not.
For example, if x/y.ltoreq.p repair The vehicle distribution on each lane is balanced, and the maintenance rate of the road is not improved. In this case, the regulation of the vehicle on the road may not be performed.
For another example, if x/y>p repair The method indicates that the vehicle distribution on each lane is not uniform, and the maintenance rate of the road can be improved. In this case, it is necessary to regulate and control the vehicles on the road so as to at least ensure that the maintenance rate of the road is not improved.
For example, if there is an imbalance between the first and second sequences, the average incremental load ratio corresponding to the first lane in the first sequence and the average incremental load ratio corresponding to the third lane in the second sequence form a set of imbalance pairs. There is at least one unbalanced pair in the first sequence and the second sequence. If there is also a set of unbalanced pairs, the set of unbalanced pairs is an average incremental load duty cycle corresponding to a third lane in the first sequence and an average incremental load duty cycle corresponding to the first lane in the second sequence. Alternatively, there may be more sets of unbalanced pairs, for example, an average load delta ratio of the third lane in the first sequence corresponding to an average load delta ratio of the second lane in the second sequence, an average load delta ratio of the second lane in the first sequence corresponding to an average load delta ratio of the fourth lane in the second sequence, an average load delta ratio of the fourth lane in the first sequence corresponding to an average load delta ratio of the first lane in the second sequence, and so on.
In some implementations, during a second time period subsequent to the first time period, the average incremental load ratio of the first lane is regulated such that the sum of the average incremental load ratios of the first lane during adjacent sub-time periods in the second time period is less than or equal to the first value, and the average incremental load ratio of the third lane is regulated such that the sum of the average incremental load ratios of the third lane during adjacent sub-time periods in the second time period is less than or equal to the second value.
Optionally, the duration of the second period is equal to the duration of the first period, for example, both are T as described above.
The first value is the sum of the average bearing capacity increment duty ratio corresponding to the first lane in the first sequence and the average bearing capacity increment duty ratio of the third lane in the second sequence, the second value is the sum of the average bearing capacity increment duty ratio corresponding to the third lane in the first sequence and the first average bearing capacity increment duty ratio, and the first average bearing capacity increment duty ratio is the average bearing capacity increment duty ratio which is the same as the average bearing capacity increment duty ratio sequence of the third lane in the second sequence.
That is, the average increment duty ratio of the same lane in the next adjacent subperiod is regulated to be smaller than or equal to the sum of the average increment duty ratios of the same sequence in the adjacent subperiod in the previous period, so that the duty ratio of the unbalanced pair in the next period T meets the value that x/y is less than or equal to p repair Thereby ensuring that the maintenance rate of the road is not improved.
For example, lanes r in the first sequence k Average bearing capacity increment ratio of (2)And lane r in the second sequence z The average weight gain ratio of +.>In the form of an unbalanced pair,lanes r in the first sequence z The average weight gain ratio of +.>And lane r in the second sequence z The average weight gain ratio of +.>And is another set of unbalanced pairs. Then, in the next period T, every two adjacent sub-periods Δt, the lane r is set k The sum of the average bearing capacity increment ratio of (2) is controlled to be +.>Inside, the lane r z The sum of the average bearing capacity increment ratio of (2) is controlled to be +.>Within such that the duty cycle of the unbalanced pair at the next time period T satisfies x/y.ltoreq.p repair 。
Table 1 is a comparative table of average load-carrying capacity ratio in the related art and average load-carrying capacity increment ratio based on the vehicle control method of the embodiment of the present application.
TABLE 1
As can be seen from table 1, the vehicle control method according to the embodiment of the present application can effectively balance the average load increase ratio of each lane.
In summary, according to the vehicle control method of the embodiment of the application, the vehicle can be regulated and controlled according to the average bearing capacity increment ratio of at least two lanes in adjacent subintervals in the first time period, so that the difference of the sum of the average bearing capacity increment ratios of the same lane in different adjacent subintervals delta t is as small as possible, and the difference of the sum of the average bearing capacity increment ratios of different lanes in adjacent subintervals is as small as possible, thereby effectively balancing the maintenance period of each lane and reducing the maintenance cost and the maintenance period of the lane.
The method embodiments of the present application are described in detail above with reference to fig. 3 to 5, and the apparatus embodiments of the present application are described in detail below with reference to fig. 6 to 8, it being understood that the apparatus embodiments and the method embodiments correspond to each other, and similar descriptions may refer to the method embodiments.
Fig. 6 is a schematic structural diagram of a vehicle regulation device according to an embodiment of the present application, and as shown in fig. 6, the vehicle regulation device 600 may include:
a processing unit 601, configured to determine an average bearing capacity of each of at least two lanes on a target road segment at each monitoring time within a first time period, where the first time period includes at least two sub-time periods, and each sub-time period is a time period between two adjacent monitoring times; according to the average bearing capacity of each lane at each monitoring moment, determining the average bearing capacity increment of each lane in each sub-time period; determining the average weight increment duty ratio of each lane in each sub-time period according to the average weight increment of each lane in each sub-time period, wherein the average weight increment duty ratio of each lane is the duty ratio of the average weight increment of each lane in the total average weight increment of at least two lanes;
And the regulating and controlling unit 602 is used for regulating and controlling the vehicles on at least two lanes according to the average weight increment ratio of each lane in each sub-time period.
It should be noted that, the functions of each unit in the vehicle control device 600 in the embodiment of the present application may be correspondingly referred to the specific implementation manner of any embodiment of fig. 3 to 5 in each method embodiment, which is not described herein. The vehicle control device 600 may be, for example, a server, including but not limited to a computer, or the like.
Optionally, in some embodiments, the vehicle control apparatus 600 further includes:
an acquisition unit 603 for acquiring the number of each type of vehicle on each lane, wherein each type of vehicle corresponds to a specific mass range.
Optionally, in some embodiments, the obtaining unit 603 is further configured to:
the number of each type of vehicle on each lane is acquired by the road monitoring device.
The processing unit 601 is specifically configured to: determining the bearing capacity of each type of vehicle on each lane according to the number of each type of vehicle on each lane and the corresponding mass range of each type of vehicle; determining the sum of the bearing capacities of each type of vehicle on each lane as the total bearing capacity of each lane; and determining the average bearing capacity of each lane according to the total bearing capacity of each lane and the occupied area of the vehicle on each lane to the lane.
Optionally, in some embodiments, the processing unit 601 is further configured to:
and determining the occupation area of the vehicle on each lane to the lane according to the longitudinal coverage length of the vehicle on each lane and the width of each lane, wherein the longitudinal coverage length of the vehicle is the length along the running direction of the vehicle.
Alternatively, the width of each lane is a specific value, or is acquired from a road monitoring device.
Optionally, in some embodiments, the longitudinal coverage length of the vehicle on each lane is the distance of the first vehicle to the last vehicle of each lane on the target road segment.
Optionally, in some embodiments, the regulation unit 602 is further configured to:
regulating the vehicle in at least two lanes according to at least one of:
the difference of the sum of the increment ratios of the average bearing capacity on the same lane in at least two adjacent two sub-time periods in the first time period and the difference of the sum of the increment ratios of the average bearing capacity on different lanes in the adjacent two sub-time periods.
Optionally, in some embodiments, the processing unit 601 is further configured to:
sequencing the average weight increment ratio of at least two lanes in a first sub-time period in a first time period according to a first sequence to obtain a first sequence, wherein the first sequence is from big to small or from small to big;
Sequencing the average weight increment ratio of at least two lanes in a second sub-time period in the first time period according to a second sequence to obtain a second sequence, wherein the first sequence is opposite to the second sequence, and the second sub-time period is adjacent to the first sub-time period;
based on the first sequence and the second sequence, it is determined whether there is an unbalanced pair within the first sub-period and the second sub-period.
The regulating unit 602 is further configured to: and regulating and controlling the vehicles on at least two lanes according to the number of sub-time periods in which the unbalanced pairs exist in the first time period.
Optionally, in some embodiments, the processing unit 601 is specifically configured to:
if the average bearing weight increment ratio corresponding to the lanes in the same sequence in the first sequence and the second sequence is different, determining that an unbalanced pair exists in the first sub-time period and the second sub-time period;
if the average bearing capacity increment ratio corresponding to the lanes in the same sequence in the first sequence and the second sequence is the same, but the sum of the average bearing capacity increment ratios corresponding to the lanes in the first sequence and the second sequence is greater than a first threshold value, determining that an unbalanced pair exists in the first sub-time period and the second sub-time period.
Optionally, in some embodiments, the regulation unit 602 is further configured to:
and regulating and controlling the vehicles on at least two lanes according to the number of sub-time periods with unbalanced pairs in the first time period and the maintenance rate of the target road section.
Optionally, in some embodiments, the regulation unit 602 is further configured to:
and controlling the vehicles on at least two lanes when the ratio of the number of sub-time periods of the unbalanced pair to the first number is larger than the maintenance rate of the target road section, wherein the first number is the number of sub-time periods included in the first time period.
Optionally, in some embodiments, the repair rate of the target road segment is determined based on the number of days of repair of the target road segment in a year and the total number of days included in the year.
Optionally, in some embodiments, the average load increase ratio corresponding to the first lane in the first sequence and the average load increase ratio corresponding to the third lane in the second sequence are in the same order, and the regulating unit 602 is further configured to:
in a second time period after the first time period, regulating the average weight increment duty ratio of the first lane so that the sum of the average weight increment duty ratios of the first lane in adjacent sub-time periods in the second time period is smaller than or equal to a first value, and regulating the average weight increment duty ratio of the third lane so that the sum of the average weight increment duty ratios of the third lane in adjacent sub-time periods in the second time period is smaller than or equal to a second value;
The first value is the sum of the average bearing capacity increment duty ratio corresponding to the first lane in the first sequence and the average bearing capacity increment duty ratio of the third lane in the second sequence, the second value is the sum of the average bearing capacity increment duty ratio corresponding to the third lane in the first sequence and the first average bearing capacity increment duty ratio, and the first average bearing capacity increment duty ratio is the average bearing capacity increment duty ratio which is the same as the average bearing capacity increment duty ratio sequence of the third lane in the second sequence.
Optionally, in some embodiments, the processing unit 601 is further configured to: and determining the average time length from the driving of at least two vehicles into the target road section to the driving out of the target road section as the length of the first time section.
Optionally, the length of the sub-period is a shooting period of the road monitoring device.
Fig. 7 is another schematic structural diagram of a vehicle regulation device provided in an embodiment of the present application, and as shown in fig. 7, a vehicle regulation device 700 may include: a communication interface 701, a memory 702, a processor 703 and a communication bus 704. A communication interface 701, a memory 702, and a processor 703 communicate with each other via a communication bus 704. The communication interface 701 is used for data communication between the vehicle control device 700 and an external device. The memory 702 may be used to store software programs and modules, and the processor 703 may execute the various functional applications of the server and data processing by executing the software programs and modules stored in the memory 702, such as the software programs for corresponding operations in the method 300, and invoking data stored in the memory 702.
In some embodiments, the processor 703 may correspond to a vehicle regulation unit in a method embodiment, which may perform the corresponding operations of the vehicle regulation unit in the method embodiments of fig. 3-5.
Fig. 8 is a schematic structural diagram of a vehicle regulation system provided in an embodiment of the present application, and referring to fig. 8, the vehicle regulation system 800 may include: a road monitoring device 801, a processor 802, an output module 803, and a navigation instruction means 804. The road monitoring device 801 and the processor 802 correspond to the road monitoring apparatus 103 and the processor 101 in fig. 2, respectively, and the related description referring to fig. 2 is specifically implemented.
The vehicle regulation system 800 further includes a memory 805 for storing software programs and modules, and the processor 802 executes the vehicle regulation method of the present embodiment by executing the software programs and modules stored in the memory 805.
Specifically, the road monitoring device 801 may be configured to take a vehicle passing screen of a lane of a target link and upload the taken screen to the server 802. Server 802 may determine the number of different types of vehicles on each lane based on the picture analysis to determine the total load on each lane, and further determine the average load delta duty cycle for each lane.
The server 802 is further configured to regulate vehicles on at least two lanes according to the average weight increment ratio of each lane in at least two sub-periods in the first period.
In one implementation, the server 802 may output the calculated average bearing capacity increment duty cycle of the lane through the output module 803 for traffic early warning by a manager of the vehicle regulation system 800, and schedule the urban traffic system.
In another implementation, the server 802 determines a specific regulation manner according to the calculated average load-carrying capacity increment ratio of the lanes, and further indicates to the user through the navigation indication device 804, so that the user plans a reasonable route, and thus the average load-carrying capacity increment ratio of each lane is balanced.
Alternatively, the navigation indication device 804 may be, for example, a navigation indication lamp, and of course, other devices or apparatuses capable of having a navigation indication function may be also used. Or may refer to a prompt message displayed on the terminal of the user, for example, displaying a corresponding suggested route on the map service client of the user, or prompting a route with a larger traffic flow, so as to prompt the user to avoid.
Embodiments of the present application also provide a computer-readable storage medium for storing a computer program. The computer readable storage medium may be applied to a computer device, and the computer program causes the computer device to execute a corresponding flow in the vehicle control method in the embodiment of the present application, which is not described herein for brevity.
Embodiments of the present application also provide a computer program product or computer program comprising computer instructions stored in a computer-readable storage medium. The processor of the computer device reads the computer instructions from the computer readable storage medium and executes the computer instructions to cause the computer device to perform the corresponding content of the method embodiments of fig. 3 to 4 above.
It should be appreciated that the processor of an embodiment of the present application may be an integrated circuit chip having signal processing capabilities. In implementation, the steps of the above method embodiments may be implemented by integrated logic circuits of hardware in a processor or instructions in software form. The processor may be a general purpose processor, a digital signal processor (Digital Signal Processor, DSP), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC), an off-the-shelf programmable gate array (Field Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components. The disclosed methods, steps, and logic blocks in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like. The steps of a method disclosed in connection with the embodiments of the present application may be embodied directly in hardware, in a decoded processor, or in a combination of hardware and software modules in a decoded processor. The software modules may be located in a random access memory, flash memory, read only memory, programmable read only memory, or electrically erasable programmable memory, registers, etc. as well known in the art. The storage medium is located in a memory, and the processor reads the information in the memory and, in combination with its hardware, performs the steps of the above method.
It will be appreciated that the memory in embodiments of the present application may be either volatile memory or nonvolatile memory, or may include both volatile and 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 DRAM (SLDRAM), and Direct RAM (DR RAM). It should be noted that the memory of the systems and methods described herein is intended to comprise, without being limited to, these and any other suitable types of memory.
It should be understood that the above memory is exemplary but not limiting, and for example, the memory in the embodiments of the present application may be Static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous Link DRAM (SLDRAM), direct RAM (DR RAM), and the like. That is, the memory in embodiments of the present application is intended to comprise, without being limited to, these and any other suitable types of memory.
Those of ordinary skill in the art will appreciate that the various illustrative elements 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.
It will be clear to those skilled in the art that, for convenience and brevity of description, specific working procedures of the above-described systems, apparatuses and units may refer to corresponding procedures in the foregoing method embodiments, and are not repeated herein.
In the several embodiments provided in this 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, e.g., the division of the units is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple units 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 units, which may be in electrical, mechanical or other form.
The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in each embodiment of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit.
The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art or in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server) to perform all or part of the steps of the method described in the embodiments of the present application. And the aforementioned storage medium includes: a usb disk, a removable hard disk, a ROM, a RAM, a magnetic disk, or an optical disk, etc.
The foregoing is merely 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 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 scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (14)

1. A vehicle regulation method, characterized by comprising:
determining an average bearing capacity of each of at least two lanes on a target road segment at each monitoring time within a first time period, wherein the first time period comprises at least two sub-time periods, and each sub-time period is a time period between two adjacent monitoring time points;
determining the average bearing capacity increment of each lane in each sub-time period according to the average bearing capacity of each lane at each monitoring moment;
determining the average weight increment ratio of each lane in each subperiod according to the average weight increment of each lane in each subperiod, wherein the average weight increment ratio of each lane is the ratio of the average weight increment of each lane in the total average weight increment of at least two lanes;
regulating and controlling the vehicles on the at least two lanes according to the average weight increment ratio of each lane in each sub-time period;
wherein determining the average bearing capacity of each of the at least two lanes on the target road segment at each monitoring time within the first time period comprises:
Acquiring the number of each type of vehicles on each lane, wherein each type of vehicles corresponds to a specific mass range;
determining the bearing capacity of each type of vehicle on each lane according to the number of each type of vehicle on each lane and the corresponding mass range of each type of vehicle;
determining the sum of the bearing weights of each type of vehicle on each lane as the total bearing weight of each lane;
and determining the average bearing capacity of each lane according to the total bearing capacity of each lane and the occupied area of the vehicle on each lane to the lane.
2. The method according to claim 1, wherein the method further comprises:
and determining the occupation area of the vehicle on each lane to the lane according to the longitudinal coverage length of the vehicle on each lane and the width of each lane, wherein the longitudinal coverage length of the vehicle is the length along the running direction of the vehicle.
3. The method of claim 2, wherein the width of each lane is a specific value or is obtained from a road monitoring device.
4. The method of claim 2, wherein the longitudinal coverage length of the vehicle on each lane is the distance from the first vehicle to the last vehicle on the target road segment for each lane.
5. The method of claim 1, wherein the adjusting the vehicle on the at least two lanes according to the average incremental duty cycle of the load bearing capacity of each lane for each sub-time period comprises:
and regulating and controlling the vehicles on at least two lanes according to the difference of the sum of the increment ratios of the average bearing capacity on the same lane in at least two adjacent subintervals in the first interval and the difference of the sum of the increment ratios of the average bearing capacity on different lanes in the adjacent subintervals.
6. The method of any one of claims 1-5, wherein said adjusting the vehicle on the at least two lanes according to the average incremental duty cycle of each lane during each sub-time period comprises:
sequencing the average weight increment duty ratio of the at least two lanes in a first sub-period in the first period according to a first sequence, so as to obtain a first sequence, wherein the first sequence is from big to small or from small to big;
sequencing the average weight increment duty ratio of the at least two lanes in a second sub-time period in the first time period according to a second sequence to obtain a second sequence, wherein the first sequence is opposite to the second sequence, and the second sub-time period is adjacent to the first sub-time period;
Determining, from the first sequence and the second sequence, whether an unbalanced pair exists within the first sub-period and the second sub-period;
and regulating and controlling the vehicles on the at least two lanes according to the number of sub-time periods in which the unbalanced pairs exist in the first time period.
7. The method of claim 6, wherein the determining whether an unbalanced pair exists within the first sub-period and the second sub-period based on the first sequence and the second sequence comprises:
if lanes corresponding to the average weight increment duty ratios in the first sequence and the second sequence which are the same in sequence are different, determining that unbalanced pairs exist in the first sub-time period and the second sub-time period; or alternatively
And if the average bearing capacity increment ratio corresponding to the lanes in the same sequence in the first sequence and the second sequence is the same, but the sum of the average bearing capacity increment ratios corresponding to the lanes in the first sequence and the second sequence is greater than a first threshold value, determining that an unbalanced pair exists in the first sub-time period and the second sub-time period.
8. The method of claim 6, wherein regulating the vehicle in the at least two lanes according to the number of sub-time periods in which an unbalanced pair exists in the first time period comprises:
And regulating and controlling the vehicles on the at least two lanes according to the number of sub-time periods with unbalanced pairs in the first time period and the maintenance rate of the target road section.
9. The method of claim 8, wherein the regulating the vehicles on the plurality of lanes according to the number of sub-time periods in which the unbalanced pair exists in the first time period and the maintenance rate of the target road segment comprises:
and regulating and controlling the vehicles on the at least two lanes when the ratio of the number of sub-time periods with unbalanced pairs to a first number is larger than the maintenance rate of the target road section, wherein the first number is the number of sub-time periods included in the first time period.
10. The method of claim 6, wherein the unbalanced pair comprises an average incremental load duty cycle corresponding to a first lane in the first sequence and an average incremental load duty cycle corresponding to a third lane in the second sequence, the steering the vehicle on the at least two lanes comprising:
regulating the average weight gain ratio of the first lane in a second time period after the first time period so that the sum of the average weight gain ratios of the first lane in adjacent sub-time periods in the second time period is smaller than or equal to a first value, and regulating the average weight gain ratio of the third lane so that the sum of the average weight gain ratios of the third lane in adjacent sub-time periods in the second time period is smaller than or equal to a second value;
The first value is the sum of the average weight increment duty ratio corresponding to the first lane in the first sequence and the average weight increment duty ratio of the third lane in the second sequence, the second value is the sum of the average weight increment duty ratio corresponding to the third lane in the first sequence and the first average weight increment duty ratio, and the first average weight increment duty ratio is the average weight increment duty ratio identical to the average weight increment duty ratio sequence of the third lane in the second sequence.
11. A vehicle control apparatus, comprising:
a processing unit, configured to determine an average bearing capacity of each of at least two lanes on a target road segment at each monitoring time within a first time period, where the first time period includes at least two sub-time periods, and each sub-time period is a time period between two adjacent monitoring times; determining the average bearing capacity increment of each lane in each sub-time period according to the average bearing capacity of each lane at each monitoring moment; and determining an average weight increment duty ratio of each lane in each subperiod according to the average weight increment of each lane in each subperiod, wherein the average weight increment duty ratio of each lane is the duty ratio of the average weight increment of each lane in the total average weight increment of at least two lanes;
The regulation and control unit is used for regulating and controlling the vehicles on the at least two lanes according to the average weight increment ratio of each lane in each sub-time period;
wherein the processing unit is further configured to:
acquiring the number of each type of vehicles on each lane, wherein each type of vehicles corresponds to a specific mass range;
determining the bearing capacity of each type of vehicle on each lane according to the number of each type of vehicle on each lane and the corresponding mass range of each type of vehicle;
determining the sum of the bearing weights of each type of vehicle on each lane as the total bearing weight of each lane;
and determining the average bearing capacity of each lane according to the total bearing capacity of each lane and the occupied area of the vehicle on each lane to the lane.
12. A vehicle control apparatus, comprising: communication bus, a processor, a communication interface and a memory, the processor, the communication interface and the memory being interconnected by the communication bus, wherein the memory is adapted to store program code, the processor being configured to invoke the program code to perform the method according to any of claims 1-10.
13. A vehicle regulation system, comprising: the navigation system comprises road monitoring equipment, a processor, a navigation indication device, an output module and a memory, wherein the road monitoring equipment, the processor, the navigation indication device and the output module are connected with each other;
wherein the memory is for storing application program code, the processor is configured to invoke the program code to perform the method of any of claims 1-10.
14. A computer storage medium storing a computer program comprising program instructions which, when executed by a computer, cause the computer to perform the method of any one of claims 1 to 10.
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