Timing control method, device, electronic device and computer readable storage medium

Abstract

The embodiment of the present invention discloses a timing control method, device, electronic device and computer-readable storage medium, the method comprising: obtaining target path information in a target control area and a target path weight corresponding to the target path, and determining target intersection information; calculating the target intersection phase difference according to the target path information, target intersection information and target path weight; when the target intersection phase difference does not meet the preset conditions, adjusting the target path information, target intersection information and target path weight, and recalculating the target intersection phase difference according to the adjusted target path information, target intersection information and target path weight until the target intersection phase difference meets the preset conditions. This technical solution can effectively alleviate traffic pressure, realize controllable adjustment of traffic conditions, and can also effectively reduce the time consumed by vehicles on the road, thereby effectively improving people's travel efficiency.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of data processing technology, and in particular to a timing control method, device, electronic device and computer-readable storage medium. Background Art

[0002] With the development of society, the number of motor vehicles continues to grow, and the traffic pressure in traffic areas is also increasing. How to effectively alleviate traffic pressure, how to controllably adjust traffic conditions, reduce the time spent on the road by vehicles, and improve people's travel efficiency are issues that need to be solved urgently. In the prior art, based on traditional sensors such as geomagnetic coils to detect traffic flow, attempts are made to achieve linear green waves and two-way green waves on the main roads for roads with large traffic flows by adjusting the phase difference at the intersection, and on the basis of the two-way green waves, the coordination of traffic on non-main coordination directions entering and leaving the main roads is added. However, the above-mentioned scheme of the prior art is limited by traditional traffic flow detection tools, which makes the output of traffic flow detection information limited. At the same time, since the roads involved in the coordination are relatively fixed, the flexibility of road coordination is lost to a large extent, and it is difficult to effectively alleviate traffic pressure, controllably adjust traffic conditions, reduce the time spent on the road by vehicles, and improve people's travel efficiency. Summary of the invention

[0003] Embodiments of the present invention provide a timing control method, device, electronic device, and computer-readable storage medium.

[0004] In a first aspect, an embodiment of the present invention provides a timing control method.

[0005] Specifically, the timing control method includes:

[0006] Acquire target path information in a target control area and a target path weight corresponding to the target path, and determine target intersection information, wherein the target intersection is an intersection on the target path;

[0007] Calculating a target intersection phase difference according to the target path information, the target intersection information and the target path weight, wherein the target path is one or more;

[0008] When the target intersection phase difference does not meet the preset conditions, the target path information, target intersection information and target path weight are adjusted, and the target intersection phase difference is recalculated according to the adjusted target path information, target intersection information and target path weight until the target intersection phase difference meets the preset conditions.

[0009] In combination with the first aspect, in a first implementation manner of the first aspect of the embodiment of the present invention, the acquiring of target path information in the target control area is implemented as follows:

[0010] Acquire attribute information of the target control area, wherein the attribute information of the target control area includes one or more of the following information: target control area road network information, target control area intersection timing information and target control area trajectory detection information;

[0011] Determine a first candidate path and a first candidate intersection on the first candidate path according to the target control area road network information and the target control area trajectory detection information;

[0012] Acquire a second candidate path and a second candidate intersection on the second candidate path;

[0013] A target path is determined from the first candidate paths and the second candidate paths.

[0014] In combination with the first aspect and the first implementation manner of the first aspect, in the second implementation manner of the first aspect of the embodiment of the present invention, determining the first candidate path and the first candidate intersection on the first candidate path according to the target control area road network information and the target control area trajectory detection information is implemented as follows:

[0015] Determine a road section set according to the target control area road network information, and calculate the trajectory density of the road section;

[0016] Combining the sections whose trajectory density is greater than a preset density threshold to obtain the first candidate path;

[0017] An intersection belonging to the first candidate path is determined as the first candidate intersection.

[0018] In combination with the first aspect, the first implementation manner of the first aspect, and the second implementation manner of the first aspect, in a third implementation manner of the first aspect of the present disclosure, obtaining the target path weight corresponding to the target path is implemented as follows:

[0019] A flow value of the target path within a preset time period is obtained, and the flow value is determined as a target path weight corresponding to the target path.

[0020] In combination with the first implementation manner of the first aspect, the second implementation manner of the first aspect and the third implementation manner of the first aspect, in a fourth implementation manner of the first aspect of the present disclosure, the target path includes a first target path and a second target path of a different control category from the first target path.

[0021] In combination with the first aspect, the first implementation manner of the first aspect, the second implementation manner of the first aspect, the third implementation manner of the first aspect and the fourth implementation manner of the first aspect, in a fifth implementation manner of the first aspect of the present disclosure, the target intersection phase difference is calculated according to the target path information, the target intersection information and the target path weight, and is implemented as follows:

[0022] Determine a target intersection phase difference target calculation formula according to the target path information, the target intersection information and the target path weight, wherein the target intersection phase difference target calculation formula includes a first target path calculation formula and a second target path calculation formula;

[0023] A target intersection phase difference is obtained so that the target intersection phase difference target calculation formula value meets the preset target condition.

[0024] In combination with the first aspect, the first implementation method of the first aspect, the second implementation method of the first aspect, the third implementation method of the first aspect, the fourth implementation method of the first aspect and the fifth implementation method of the first aspect, in the sixth implementation method of the first aspect of the present disclosure, the preset condition is that after the timing information of the target intersection is controlled according to the phase difference of the target intersection, the ratio of signal indications of the same type appearing at different target intersections on the target path is greater than a preset ratio threshold.

[0025] In combination with the first aspect, the first implementation manner of the first aspect, the second implementation manner of the first aspect, the third implementation manner of the first aspect, the fourth implementation manner of the first aspect, the fifth implementation manner of the first aspect, and the sixth implementation manner of the first aspect, the present disclosure, in a seventh implementation manner of the first aspect, further includes: performing at least one of the following according to the target intersection phase difference:

[0026] Traffic facility control, traffic timing control, dynamically variable lane setting, traffic induction, traffic flow restriction, or adjustment of navigation data.

[0027] In a second aspect, a timing control device is provided in an embodiment of the present invention.

[0028] Specifically, the timing control device includes:

[0029] An acquisition module is configured to acquire target path information in a target control area and a target path weight corresponding to the target path, and determine target intersection information, wherein the target intersection is an intersection on the target path;

[0030] A calculation module is configured to calculate a target intersection phase difference according to the target path information, the target intersection information and the target path weight, wherein the target path is one or more;

[0031] The adjustment module is configured to adjust the target path information, target intersection information and target path weight when the target intersection phase difference does not meet the preset conditions, and recalculate the target intersection phase difference according to the adjusted target path information, target intersection information and target path weight until the target intersection phase difference meets the preset conditions.

[0032] In combination with the second aspect, in a first implementation manner of the second aspect of the embodiment of the present invention, the part of acquiring the target path information in the target control area in the acquisition module is configured as follows:

[0033] Acquire attribute information of the target control area, wherein the attribute information of the target control area includes one or more of the following information: target control area road network information, target control area intersection timing information and target control area trajectory detection information;

[0034] Determine a first candidate path and a first candidate intersection on the first candidate path according to the target control area road network information and the target control area trajectory detection information;

[0035] Acquire a second candidate path and a second candidate intersection on the second candidate path;

[0036] A target path is determined from the first candidate paths and the second candidate paths.

[0037] In combination with the second aspect and the first implementation manner of the second aspect, in the second implementation manner of the second aspect of the embodiment of the present invention, the determining of the first candidate path and the first candidate intersection portion on the first candidate path according to the target control area road network information and the target control area trajectory detection information is configured as follows:

[0038] Determine a road section set according to the target control area road network information, and calculate the trajectory density of the road section;

[0039] Combining the sections whose trajectory density is greater than a preset density threshold to obtain the first candidate path;

[0040] An intersection belonging to the first candidate path is determined as the first candidate intersection.

[0041] In combination with the second aspect, the first implementation of the second aspect, and the second implementation of the second aspect, in a third implementation of the second aspect of the present disclosure, the part of the acquisition module that acquires the target path weight corresponding to the target path is configured as follows:

[0042] A flow value of the target path within a preset time period is obtained, and the flow value is determined as a target path weight corresponding to the target path.

[0043] In combination with the second aspect, the first implementation of the second aspect, the second implementation of the second aspect and the third implementation of the second aspect, in a fourth implementation of the second aspect of the present disclosure, the target path includes a first target path and a second target path that is different from the control category of the first target path.

[0044] In combination with the second aspect, the first implementation manner of the second aspect, the second implementation manner of the second aspect, the third implementation manner of the second aspect, and the fourth implementation manner of the second aspect, in a fifth implementation manner of the second aspect of the present disclosure, the computing module is configured as follows:

[0045] Determine a target intersection phase difference target calculation formula according to the target path information, the target intersection information and the target path weight, wherein the target intersection phase difference target calculation formula includes a first target path calculation formula and a second target path calculation formula;

[0046] A target intersection phase difference is obtained so that the target intersection phase difference target calculation formula value meets the preset target condition.

[0047] In combination with the second aspect, the first implementation method of the second aspect, the second implementation method of the second aspect, the third implementation method of the second aspect, the fourth implementation method of the second aspect and the fifth implementation method of the second aspect, in the sixth implementation method of the second aspect of the present disclosure, the preset condition is that after the timing information of the target intersection is controlled according to the phase difference of the target intersection, the ratio of signal indications of the same type appearing at different target intersections on the target path is greater than a preset ratio threshold.

[0048] In combination with the second aspect, the first implementation manner of the second aspect, the second implementation manner of the second aspect, the third implementation manner of the second aspect, the fourth implementation manner of the second aspect, the fifth implementation manner of the second aspect, and the sixth implementation manner of the second aspect, the seventh implementation manner of the second aspect of the present disclosure further includes:

[0049] An execution module is configured to execute at least one of the following according to the target intersection phase difference:

[0050] Traffic facility control, traffic timing control, dynamically variable lane setting, traffic induction, traffic flow restriction, or adjustment of navigation data.

[0051] In a third aspect, an embodiment of the present invention provides an electronic device, including a memory and a processor, wherein the memory is used to store one or more computer instructions that support a timing control device to execute the timing control method in the first aspect, and the processor is configured to execute the computer instructions stored in the memory. The timing control device may also include a communication interface for the timing control device to communicate with other devices or a communication network.

[0052] In a fourth aspect, an embodiment of the present invention provides a computer-readable storage medium for storing computer instructions used by a timing control device, which includes computer instructions for executing the timing control method in the first aspect for the timing control device.

[0053] The technical solution provided by the embodiment of the present invention may have the following beneficial effects:

[0054] The above technical solution determines the path information participating in the coordination with the help of traffic trajectory statistics, and makes feedback and flexible adjustments to the path information participating in the coordination, thereby realizing comprehensive control of traffic timing. This technical solution can effectively alleviate traffic pressure, realize controllable adjustment of traffic conditions, and effectively reduce the time spent on the road by vehicles, thereby effectively improving people's travel efficiency.

[0055] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the embodiments of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] Other features, purposes and advantages of the embodiments of the present invention will become more apparent through the following detailed description of non-limiting embodiments in conjunction with the accompanying drawings. In the accompanying drawings:

[0057] Figure 1 A flow chart showing a timing control method according to an embodiment of the present invention is shown;

[0058] Figure 2 A structural block diagram of a timing control device according to an embodiment of the present invention is shown;

[0059] Figure 3 A structural block diagram of an electronic device according to an embodiment of the present invention is shown;

[0060] Figure 4 It is a structural diagram of a computer system suitable for implementing a timing control method according to an embodiment of the present invention. DETAILED DESCRIPTION

[0061] Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily implement them. In addition, for the sake of clarity, parts not related to the description of the exemplary embodiments are omitted in the accompanying drawings.

[0062] In the embodiments of the present invention, it should be understood that terms such as "including" or "having" are intended to indicate the existence of features, numbers, steps, behaviors, components, parts or a combination thereof disclosed in this specification, and are not intended to exclude the possibility of the existence or addition of one or more other features, numbers, steps, behaviors, components, parts or a combination thereof.

[0063] It should also be noted that, in the absence of conflict, the embodiments of the present invention and the features of the embodiments can be combined with each other. The embodiments of the present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0064] The technical solution provided by the embodiment of the present invention determines the path information participating in the coordination with the help of traffic trajectory statistical information, and makes feedback-based and flexible adjustments to the path information participating in the coordination, thereby realizing comprehensive control of traffic timing. The technical solution can effectively alleviate traffic pressure, realize controllable adjustment of traffic conditions, and effectively reduce the time spent on the road by vehicles, thereby effectively improving people's travel efficiency.

[0065] Figure 1 A flow chart of a timing control method according to an embodiment of the present invention is shown as follows: Figure 1 As shown, the timing control method includes the following steps S101-S103:

[0066] In step S101, target path information in a target control area and a target path weight corresponding to the target path are obtained, and target intersection information is determined, wherein the target intersection is an intersection on the target path;

[0067] In step S102, a target intersection phase difference is calculated based on the target path information, the target intersection information and the target path weight, wherein the target path is one or more;

[0068] In step S103, when the target intersection phase difference does not meet the preset conditions, the target path information, target intersection information and target path weight are adjusted, and the target intersection phase difference is recalculated according to the adjusted target path information, target intersection information and target path weight until the target intersection phase difference meets the preset conditions.

[0069] As mentioned above, with the development of society, the number of motor vehicles continues to grow, and the traffic pressure in traffic areas is also increasing. How to effectively alleviate traffic pressure, how to controllably adjust traffic conditions, reduce the time spent on the road by vehicles, and improve people's travel efficiency are issues that need to be solved urgently. In the prior art, based on traditional sensors such as geomagnetic coils to detect traffic flow, attempts have been made to achieve linear green waves and two-way green waves on the main roads for roads with large traffic flows by adjusting the phase difference at intersections, and on the basis of the two-way green waves, coordination of traffic on roads in non-main coordination directions entering and leaving the main roads has been added. However, the above-mentioned schemes of the prior art are limited by traditional traffic flow detection tools, resulting in limited output of traffic flow detection information. At the same time, since the roads involved in the coordination are relatively fixed, the flexibility of road coordination is largely lost, and it is difficult to effectively alleviate traffic pressure, controllably adjust traffic conditions, reduce the time spent on the road by vehicles, and improve people's travel efficiency.

[0070] Considering the above problems, in this implementation, a timing control method is proposed, which determines the path information participating in the coordination with the help of traffic trajectory statistical information, and makes feedback and flexible adjustments to the path information participating in the coordination, thereby realizing comprehensive control of traffic timing. This technical solution can effectively alleviate traffic pressure, realize controllable adjustment of traffic conditions, and effectively reduce the time spent on the road by vehicles, thereby effectively improving people's travel efficiency.

[0071] In an optional implementation of this embodiment, the target control area refers to an area where traffic timing control is required, wherein the traffic timing control may be, for example, controlling a phase difference of a certain intersection, i.e., a certain phase of an intersection, controlling the number of phases, phase content, phase sequence, phase duration, phase cycle length, etc. of a certain intersection. The phase refers to a signal display state corresponding to a group of non-conflicting traffic flows obtaining the right of way at the same time, the phase cycle refers to the time required for the signal indicator to display all phases in a pre-set phase sequence, and the phase difference refers to the time difference between the green light starting point of each phase and the starting point of this cycle within a phase cycle.

[0072] Considering that a large area may have a variety of different traffic data characteristics, when actually performing traffic timing control, it is necessary to divide the large area into multiple relatively independent sub-areas, and then perform corresponding timing control according to the traffic data characteristics of each sub-area, that is, in an optional implementation of this embodiment, the target control area refers to the relatively independent control sub-area mentioned above. It should be noted that in order to ensure the constant phase difference between intersections in the control sub-area, the phase cycle duration adopted by each intersection in the control sub-area is equal.

[0073] In an optional implementation of this embodiment, the target path refers to a path that needs to be timed, such as a path that needs to be controlled by traffic priority or blocking priority, wherein the path is composed of one or more road sections, including one or more target intersections, that is, the target intersection is an intersection on the target path that corresponds to the target path; the traffic priority control, which may also be called green wave control, refers to a control method that allows as many vehicles as possible to pass through multiple consecutive intersections on the target path without stopping, that is, on the target path, by controlling the phase difference of the intersection, it is ensured that as many vehicles as possible in a certain traffic flow arrive at each intersection of the target path in sequence and just encounter a green light, so as to effectively reduce the time consumed by the vehicles on the road and improve people's travel efficiency; the blocking priority control, which may also be called red wave control, refers to a control method that allows as many vehicles as possible to stop at multiple consecutive intersections on the target path, that is, on the target path, by controlling the phase difference of the intersection, it is ensured that as many vehicles as possible in a certain traffic flow arrive at each intersection of the target path in sequence and just encounter a red light, so as to meet the needs of traffic flow control for certain traffic areas or traffic paths.

[0074] In an optional implementation of this embodiment, the target path weight is used to characterize the degree to which a target path is controlled. For example, the flow value of a target path within a preset time period can be used as the target path weight corresponding to the target path. That is, if the flow value of a target path within a preset time period is large, it means that there are many vehicles traveling on the path, and the path is a relatively busy or important path, so more consideration needs to be given to its control. Among them, the preset time period can be selected and set according to the needs of the actual application, and the present disclosure does not impose specific restrictions on it.

[0075] In an optional implementation of this embodiment, the target path information may include one or more of the following information: target path identification information, target path length, target path target control phase, and, wherein the target path identification information refers to information used to uniquely identify the target path; the target path target control phase refers to phase information of the control object.

[0076] In an optional implementation of this embodiment, the target intersection information may include one or more of the following information: target intersection identification information, the number of target intersections, the number of target intersection phases, the target intersection phase content, the target intersection phase order, the target intersection phase duration and the target intersection phase cycle length, wherein the target intersection identification information refers to the information used to uniquely identify the target intersection.

[0077] In an optional implementation of this embodiment, the step of obtaining the target path information in the target control area in step S101 may be implemented as follows:

[0078] Acquire attribute information of the target control area, wherein the attribute information of the target control area includes one or more of the following information: target control area road network information, target control area intersection timing information and target control area trajectory detection information;

[0079] Determine a first candidate path and a first candidate intersection on the first candidate path according to the target control area road network information and the target control area trajectory detection information;

[0080] Acquire a second candidate path and a second candidate intersection on the second candidate path;

[0081] A target path is determined from the first candidate paths and the second candidate paths.

[0082] In this embodiment, the target path can be determined comprehensively by using the trajectory measurement information and the preset information, rather than relying solely on the trajectory measurement information, thereby increasing the flexibility of the target path selection.

[0083] Specifically:

[0084] First, the attribute information of the target control area is obtained, wherein the target control area attribute information may include one or more of the following information: target control area road network information, target control area intersection timing information and target control area trajectory detection information, the target control area road network information refers to the number of road sections included in the target control area, road section identification information, road section length, road section location information, the number of intersections between road sections, etc., wherein the road section identification information refers to information used to uniquely identify the road section, such as road section ID information, etc.; the target control area intersection timing information refers to the number of phases, phase content, phase sequence, phase duration, phase cycle length, etc. of the intersections included in the target control area; the target control area trajectory detection information refers to vehicle trajectory data obtained with the help of trajectory detection tools, such as navigation maps.

[0085] Then, the first candidate path and the first candidate intersection on the first candidate path are determined according to the target control area road network information and the target control area trajectory detection information. For example, the path formed by connecting the sections whose trajectory detection amount is greater than the preset trajectory amount threshold in the preset time period is determined as the first candidate path, that is, the path with large traffic volume in the preset time period is used as the path that may need to be timed. After the first candidate path is determined, the intersection on the first candidate path can be used as the first candidate intersection.

[0086] Then, a second candidate path and a second candidate intersection on the second candidate path are obtained. In this embodiment, the second candidate path refers to a pre-set path, such as a path that requires special control according to actual traffic control needs. Similar to the first candidate intersection, after the second candidate path is determined, the intersection on the second candidate path can be used as the second candidate intersection.

[0087] Finally, the target path that ultimately needs to be time-controlled is determined from the first candidate paths and the second candidate paths to obtain the target path information, wherein the target path may be one or more paths in the first candidate paths, one or more paths in the second candidate paths, or a path set consisting of one or more of the first candidate paths and one or more of the second candidate paths.

[0088] In an optional implementation of this embodiment, the step of determining the first candidate path and the first candidate intersection on the first candidate path according to the target control area road network information and the target control area trajectory detection information may be implemented as follows:

[0089] Determine a road section set according to the target control area road network information, and calculate the trajectory density of the road section;

[0090] Combining the sections whose trajectory density is greater than a preset density threshold to obtain the first candidate path;

[0091] An intersection belonging to the first candidate path is determined as the first candidate intersection.

[0092] As mentioned above, the path with higher traffic volume in the preset time period can be used as the path that may need timing control, that is, the first candidate path. That is, in this embodiment, the set of road sections contained in the target control area is first determined according to the road network information of the target control area, and then the trajectory density of the road section is calculated. For example, the number of trajectories of a certain road section in the preset time period obtained by statistics can be used as the trajectory density of the road section, or the ratio of the number of trajectories of a certain road section in the preset time period to the sum of the number of trajectories of all road sections in the preset time period can be used as the trajectory density of the road section; then the road sections with trajectory density greater than the preset density threshold are combined to obtain the path with higher traffic volume in the preset time period. The first candidate path is selected. It should be noted that if the road sections whose trajectory density is greater than the preset density threshold are discontinuous and cannot be directly combined to obtain the first candidate path, it is necessary to select some intermediate sections to connect the sections into a complete path, wherein the intermediate sections can be selected according to the requirement of the minimum number of intermediate sections used to connect the first candidate path, or according to the requirement of the highest trajectory density of the first candidate path obtained by connection. Of course, other intermediate section selection requirements can also be used. The present disclosure does not make specific limitations on them, and those skilled in the art can set them according to the needs of actual applications; finally, the intersection belonging to the first candidate path is determined as the first candidate intersection.

[0093] In an optional implementation of this embodiment, the control categories of the target paths may be the same or different. For example, the target paths may include one or more target paths belonging to the same control category, or one or more target paths belonging to different control categories, wherein the target path control category is used to characterize the control purpose of the target path, such as the above-mentioned traffic priority control or blocking priority control. For example, the target paths may include only target paths that perform green wave control, or only target paths that perform red wave control, or both target paths that perform green wave control and target paths that perform red wave control.

[0094] In an optional implementation of this embodiment, the target path includes a first target path and a second target path of a different control category from the first target path. In this implementation, step S102, i.e., the step of calculating the target intersection phase difference according to the target path information, the target intersection information and the target path weight, can be implemented as follows:

[0095] Determine a target intersection phase difference target calculation formula according to the target path information, the target intersection information and the target path weight, wherein the target intersection phase difference target calculation formula includes a first target path calculation formula and a second target path calculation formula;

[0096] A target intersection phase difference is obtained so that the target intersection phase difference target calculation formula value meets the preset target condition.

[0097] Since the control categories of the first target path and the second target path are different, it is necessary to comprehensively consider the first target path and the second target path when calculating the target intersection phase difference. In this embodiment, firstly, a target intersection phase difference target calculation formula including the first target path calculation formula and the second target path calculation formula is determined according to the target path information, the target intersection information and the target path weight, and then the target intersection phase difference is calculated so that the target intersection phase difference target calculation formula value meets the preset target condition.

[0098] In an optional implementation of this embodiment, the first target path control category is passage priority control, and the second target path control category is blocking priority control. In this implementation, the target intersection phase difference target calculation formula can be expressed as:

[0099] max(Obj1+Obj2)

[0100] Wherein, Obj1 represents the first target path calculation formula, and Obj2 represents the second target path calculation formula.

[0101] Specifically, the first target path calculation formula Obj1 can be expressed as:

[0102]

[0103] Where x represents a first target path; vol x is the flow rate of the first target path x, that is, the weight of the first target path x; the first target path x is divided into multiple sub-paths {p i}, subpath p i The starting intersection is i and the ending intersection is e i , α i For subpath pi The weight of i is larger, the larger the value of α i The smaller the value, that is, the more times the observed vehicle stops, the lower the weight. For example, if the observed vehicle stops 4 times on the first target path x, the first target path x can be divided into 5 sub-paths {p1, p2, p3, p4, p5}. If the weight of the first sub-path p1 is set to w1, each subsequent sub-path decreases according to the preset decreasing coefficient, wherein the preset decreasing coefficient can be set according to the needs of the actual application. For example, the weight w1 can be set to 1.0 and the preset decreasing coefficient can be set to 0.1, then the weight w2 of the second sub-path p2 can be 0.9, and so on. The weight w3 of the third sub-path p3 can be 0.8, the weight w4 of the fourth sub-path p4 can be 0.7, and the weight w5 of the fifth sub-path p5 can be 0.6; S is the set of starting intersections of all sub-paths; j represents a phase of the starting intersection i of the sub-path pi of the first target path x; β x,i,j is the flow ratio of the phase j of the starting intersection i of the subpath pi of the first target path x to the total flow of the first target path x; k is a downstream intersection on the first target path x; m is a phase of the intersection k; splitTime i,j is the duration of the phase j of the starting intersection i, that is, the duration of the green light; splitTime x,(i,j)→(k,m) is the remaining continuous travel time when the upstream phase j is transferred to the downstream phase m along the first target path x, that is, the remaining green wave time, which is related to the target phase difference that needs to be adjusted:

[0104] split_time x,(i,j)→(k,m) =t x,(i,j)→(k,m),end -t x,(i,j)→(k,m),start ,

[0105] Among them, t x,(i,j)→(k,m),end Indicates that the green-to-signal ratio end time of the first target path x at the intersection i phase j is mapped to the green-to-signal ratio end time of the downstream intersection k phase m, t x,(i,j)→(k,m),start The array consisting of the green signal ratio start time of the intersection i phase j of the first target path x is mapped to the green signal ratio start time of the downstream intersection k phase m, the green signal ratio end time and the green signal ratio start time can be obtained by the following formula:

[0106]

[0107] Among them, t i,j,start Indicates the start time of the green signal ratio at intersection i at phase j, t i,j,start =offset i,j , offset i,j represents the phase difference of intersection i at phase j, offset i,p is the target phase difference of the target phase p that needs to be adjusted, that is, the quantity to be determined, is the internal light-on time difference of the target phase p of intersection i relative to the starting point of the intersection cycle, is the internal light-on time difference of each phase j of intersection i relative to the starting point of the intersection cycle, cycle cor represents the duration of the intersection phase cycle, mod is the remainder function; t i,j,end Indicates the end time of the green signal ratio at phase j of intersection i, t i,j,end =offset i,j +split_time i,j , green-to-light ratio refers to the proportion of time that a traffic signal indicator light can be used for vehicle traffic in a cycle, that is, the ratio between the effective green light time of a phase and the cycle length; travel_time i,k represents the travel time required for the observed vehicle to travel from intersection i to intersection k; t k,m,start Indicates the start time of the green signal ratio at phase m of intersection k, t k,m,end Indicates the end time of the green signal ratio at phase m of intersection k; is the first travel coefficient, taken as travel_time i,k With cycle cor The lower limit of the ratio, ω is the second travel coefficient, taken as travel_time i,k With cycle cor The upper limit of the ratio, ﹒ ∩﹒ means the intersection of the two, and ﹒ ∪﹒ means the union of the two.

[0108] The second target path calculation formula Obj2 can be expressed as:

[0109]

[0110] Where y represents a second target path; vol y is the flow of the second target path y, that is, the weight of the second target path y; l is an intersection on the second target path y; n is the total number of intersections on the second target path y; s is a phase of intersection l; β y,l,s is the flow ratio of phase s at the intersection l of the second target path y to the total flow of the second target path y; q=l+1 is the downstream intersection of l, r is a phase of the intersection q; splitTime l,s is the duration of the phase s at intersection l, i.e. the duration of the green light; splitTime y,(l,s)→(q,r)It is the remaining continuous passage time when the upstream phase s is transferred to the downstream phase r along the second target path y, that is, the remaining green wave time, which is related to the target phase difference that needs to be adjusted. The expression is similar to the relevant description in the first target path calculation formula Obj1, and will not be repeated here.

[0111] Based on the target intersection phase difference target calculation formula, the Nelder-Mead algorithm and other algorithms can be used to obtain the target intersection phase difference that maximizes the calculated value of the expression (Obj1+Obj2) in the target intersection phase difference target calculation formula, that is, to obtain the target intersection phase difference whose value of the target intersection phase difference target calculation formula meets the preset target conditions.

[0112] In an optional implementation of the present embodiment, after obtaining the phase difference of the target intersection, the phase difference of the target intersection can also be adjusted, for example, it is determined whether the phase difference of the target intersection can meet a preset condition, wherein the preset condition can be set as if after the timing information of the target intersection is controlled according to the phase difference of the target intersection, the ratio of signal indications appearing at different target intersections on the target path as similar signal indications is greater than a preset ratio threshold, that is, after the timing information of the target intersection is controlled according to the phase difference of the target intersection, it is determined whether the ratio of vehicles that continuously encounter similar signal indications at different target intersections on the target path can be greater than a preset ratio threshold, for example, if the signal indication is a passing signal indication, that is, a green light indication, then the preset condition can be that the ratio of vehicles in a preset traffic flow that can continuously pass through different target intersections on the target path with green lights is greater than a preset ratio threshold. Of course, the preset condition can be selected and set according to the needs of actual applications, and is not specifically limited in the present disclosure. If the target intersection phase difference does not meet the preset conditions, the target path information, target intersection information and target path weight may be adjusted, and the target intersection phase difference may be recalculated based on the adjusted target path information, target intersection information and target path weight until the target intersection phase difference meets the preset conditions.

[0113] In an optional implementation of this embodiment, after the target intersection phase difference is obtained, the target intersection phase difference may be displayed in a visual manner such as a green wave time distance diagram.

[0114] In an optional implementation of this embodiment, the method further includes: performing at least one of the following according to the target intersection phase difference:

[0115] Traffic facility control, traffic timing control, dynamically variable lane setting, traffic induction, traffic flow restriction, or adjustment of navigation data.

[0116] In this implementation, traffic facilities such as traffic signal indicators or their related timing information can be controlled according to the phase difference of the target intersection, including the start time, continuous start time, start cycle, number of phases, phase content, phase sequence, phase duration, phase cycle length, etc. of the traffic facilities; dynamic variable lane setting, traffic induction, traffic flow restriction, no-entry and other traffic flow control can also be performed according to the phase difference of the target intersection, and user navigation data can be adjusted, etc., so as to achieve controllable adjustment of traffic conditions while alleviating overall traffic pressure, and at the same time effectively reduce the time spent on the road by vehicles, thereby effectively improving people's travel efficiency.

[0117] It should be noted that the above technical solution can be applied to other application scenarios besides road traffic, such as water, air, logistics, and transportation hubs such as subway stations, light rail stations, high-speed rail stations, airports, bus stations, docks, ports, logistics stations and their surrounding areas. In this case, the objects of flow collection may include logistics vehicles, ships, aircraft, trains, light rail vehicles, high-speed rail, electric vehicles, bicycles, people and other objects in addition to the motor vehicle flow mentioned above.

[0118] The following are embodiments of the apparatus of the present invention, which can be used to execute embodiments of the method of the present invention.

[0119] Figure 2 FIG. 1 is a block diagram showing a timing control device according to an embodiment of the present invention. The device can be implemented as part or all of an electronic device through software, hardware, or a combination of both. Figure 2 As shown, the timing control device includes:

[0120] The acquisition module 201 is configured to acquire target path information in a target control area and a target path weight corresponding to the target path, and determine target intersection information, wherein the target intersection is an intersection on the target path;

[0121] The calculation module 202 is configured to calculate the target intersection phase difference according to the target path information, the target intersection information and the target path weight, wherein the target path is one or more;

[0122] The adjustment module 203 is configured to adjust the target path information, target intersection information and target path weight when the target intersection phase difference does not meet the preset conditions, and recalculate the target intersection phase difference according to the adjusted target path information, target intersection information and target path weight until the target intersection phase difference meets the preset conditions.

[0123] As mentioned above, with the development of society, the number of motor vehicles continues to grow, and the traffic pressure in traffic areas is also increasing. How to effectively alleviate traffic pressure, how to controllably adjust traffic conditions, reduce the time spent on the road by vehicles, and improve people's travel efficiency are issues that need to be solved urgently. In the prior art, based on traditional sensors such as geomagnetic coils to detect traffic flow, attempts have been made to achieve linear green waves and two-way green waves on the main roads for roads with large traffic flows by adjusting the phase difference at intersections, and on the basis of the two-way green waves, coordination of traffic on roads in non-main coordination directions entering and leaving the main roads has been added. However, the above-mentioned schemes of the prior art are limited by traditional traffic flow detection tools, resulting in limited output of traffic flow detection information. At the same time, since the roads involved in the coordination are relatively fixed, the flexibility of road coordination is largely lost, and it is difficult to effectively alleviate traffic pressure, controllably adjust traffic conditions, reduce the time spent on the road by vehicles, and improve people's travel efficiency.

[0124] Considering the above problems, in this embodiment, a timing control device is proposed, which determines the path information participating in the coordination with the help of traffic trajectory statistical information, and makes feedback and flexible adjustments to the path information participating in the coordination, thereby realizing comprehensive control of traffic timing. This technical solution can effectively alleviate traffic pressure, realize controllable adjustment of traffic conditions, and effectively reduce the time spent on the road by vehicles, thereby effectively improving people's travel efficiency.

[0125] In an optional implementation of this embodiment, the target control area refers to an area where traffic timing control is required, wherein the traffic timing control may be, for example, controlling a phase difference of a certain intersection, i.e., a certain phase of an intersection, controlling the number of phases, phase content, phase sequence, phase duration, phase cycle length, etc. of a certain intersection. The phase refers to a signal display state corresponding to a group of non-conflicting traffic flows obtaining the right of way at the same time, the phase cycle refers to the time required for the signal indicator to display all phases in a pre-set phase sequence, and the phase difference refers to the time difference between the green light starting point of each phase and the starting point of this cycle within a phase cycle.

[0126] Considering that a large area may have a variety of different traffic data characteristics, when actually performing traffic timing control, it is necessary to divide the large area into multiple relatively independent sub-areas, and then perform corresponding timing control according to the traffic data characteristics of each sub-area, that is, in an optional implementation of this embodiment, the target control area refers to the relatively independent control sub-area mentioned above. It should be noted that in order to ensure the constant phase difference between intersections in the control sub-area, the phase cycle duration adopted by each intersection in the control sub-area is equal.

[0127] In an optional implementation of this embodiment, the target path refers to a path that needs to be timed, such as a path that needs to be controlled by traffic priority or blocking priority, wherein the path is composed of one or more road sections, including one or more target intersections, that is, the target intersection is an intersection on the target path that corresponds to the target path; the traffic priority control, which may also be called green wave control, refers to a control method that allows as many vehicles as possible to pass through multiple consecutive intersections on the target path without stopping, that is, on the target path, by controlling the phase difference of the intersection, it is ensured that as many vehicles as possible in a certain traffic flow arrive at each intersection of the target path in sequence and just encounter a green light, so as to effectively reduce the time consumed by the vehicles on the road and improve people's travel efficiency; the blocking priority control, which may also be called red wave control, refers to a control method that allows as many vehicles as possible to stop at multiple consecutive intersections on the target path, that is, on the target path, by controlling the phase difference of the intersection, it is ensured that as many vehicles as possible in a certain traffic flow arrive at each intersection of the target path in sequence and just encounter a red light, so as to meet the needs of traffic flow control for certain traffic areas or traffic paths.

[0128] In an optional implementation of this embodiment, the target path weight is used to characterize the degree to which a target path is controlled. For example, the flow value of a target path within a preset time period can be used as the target path weight corresponding to the target path. That is, if the flow value of a target path within a preset time period is large, it means that there are many vehicles traveling on the path, and the path is a relatively busy or important path, so more consideration needs to be given to its control. Among them, the preset time period can be selected and set according to the needs of the actual application, and the present disclosure does not impose specific restrictions on it.

[0129] In an optional implementation of this embodiment, the target path information may include one or more of the following information: target path identification information, target path length, target path target control phase, and, wherein the target path identification information refers to information used to uniquely identify the target path; the target path target control phase refers to phase information of the control object.

[0130] In an optional implementation of this embodiment, the target intersection information may include one or more of the following information: target intersection identification information, the number of target intersections, the number of target intersection phases, the target intersection phase content, the target intersection phase order, the target intersection phase duration and the target intersection phase cycle length, wherein the target intersection identification information refers to the information used to uniquely identify the target intersection.

[0131] In an optional implementation of this embodiment, the part of acquiring the target path information in the target control area in the acquisition module 201 may be configured as follows:

[0132] Acquire attribute information of the target control area, wherein the attribute information of the target control area includes one or more of the following information: target control area road network information, target control area intersection timing information and target control area trajectory detection information;

[0133] Determine a first candidate path and a first candidate intersection on the first candidate path according to the target control area road network information and the target control area trajectory detection information;

[0134] Acquire a second candidate path and a second candidate intersection on the second candidate path;

[0135] A target path is determined from the first candidate paths and the second candidate paths.

[0136] In this embodiment, the target path can be determined comprehensively by using the trajectory measurement information and the preset information, rather than relying solely on the trajectory measurement information, thereby increasing the flexibility of the target path selection.

[0137] Specifically:

[0138] First, the attribute information of the target control area is obtained, wherein the target control area attribute information may include one or more of the following information: target control area road network information, target control area intersection timing information and target control area trajectory detection information, the target control area road network information refers to the number of road sections included in the target control area, road section identification information, road section length, road section location information, the number of intersections between road sections, etc., wherein the road section identification information refers to information used to uniquely identify the road section, such as road section ID information, etc.; the target control area intersection timing information refers to the number of phases, phase content, phase sequence, phase duration, phase cycle length, etc. of the intersections included in the target control area; the target control area trajectory detection information refers to vehicle trajectory data obtained with the help of trajectory detection tools, such as navigation maps.

[0139] Then, the first candidate path and the first candidate intersection on the first candidate path are determined according to the target control area road network information and the target control area trajectory detection information. For example, the path formed by connecting the sections whose trajectory detection amount is greater than the preset trajectory amount threshold in the preset time period is determined as the first candidate path, that is, the path with large traffic volume in the preset time period is used as the path that may need to be timed. After the first candidate path is determined, the intersection on the first candidate path can be used as the first candidate intersection.

[0140] Then, a second candidate path and a second candidate intersection on the second candidate path are obtained. In this embodiment, the second candidate path refers to a pre-set path, such as a path that requires special control according to actual traffic control needs. Similar to the first candidate intersection, after the second candidate path is determined, the intersection on the second candidate path can be used as the second candidate intersection.

[0141] Finally, the target path that ultimately needs to be time-controlled is determined from the first candidate paths and the second candidate paths to obtain the target path information, wherein the target path may be one or more paths in the first candidate paths, one or more paths in the second candidate paths, or a path set consisting of one or more of the first candidate paths and one or more of the second candidate paths.

[0142] In an optional implementation of this embodiment, the part of determining the first candidate path and the first candidate intersection on the first candidate path according to the target control area road network information and the target control area trajectory detection information may be configured as follows:

[0143] Determine a road section set according to the target control area road network information, and calculate the trajectory density of the road section;

[0144] Combining the sections whose trajectory density is greater than a preset density threshold to obtain the first candidate path;

[0145] An intersection belonging to the first candidate path is determined as the first candidate intersection.

[0146] As mentioned above, the path with higher traffic volume in the preset time period can be used as the path that may need timing control, that is, the first candidate path. That is, in this embodiment, the set of road sections contained in the target control area is first determined according to the road network information of the target control area, and then the trajectory density of the road section is calculated. For example, the number of trajectories of a certain road section in the preset time period obtained by statistics can be used as the trajectory density of the road section, or the ratio of the number of trajectories of a certain road section in the preset time period to the sum of the number of trajectories of all road sections in the preset time period can be used as the trajectory density of the road section; then the road sections with trajectory density greater than the preset density threshold are combined to obtain the path with higher traffic volume in the preset time period. The first candidate path is selected. It should be noted that if the road sections whose trajectory density is greater than the preset density threshold are discontinuous and cannot be directly combined to obtain the first candidate path, it is necessary to select some intermediate sections to connect the sections into a complete path, wherein the intermediate sections can be selected according to the requirement of the minimum number of intermediate sections used to connect the first candidate path, or according to the requirement of the highest trajectory density of the first candidate path obtained by connection. Of course, other intermediate section selection requirements can also be used. The present disclosure does not make specific limitations on them, and those skilled in the art can set them according to the needs of actual applications; finally, the intersection belonging to the first candidate path is determined as the first candidate intersection.

[0147] In an optional implementation of this embodiment, the control categories of the target paths may be the same or different. For example, the target paths may include one or more target paths belonging to the same control category, or one or more target paths belonging to different control categories, wherein the target path control category is used to characterize the control purpose of the target path, such as the above-mentioned traffic priority control or blocking priority control. For example, the target paths may include only target paths that perform green wave control, or only target paths that perform red wave control, or both target paths that perform green wave control and target paths that perform red wave control.

[0148] In an optional implementation of this embodiment, the target path includes a first target path and a second target path of a different control category from the first target path. In this implementation, the calculation module 202 may be configured as follows:

[0149] Determine a target intersection phase difference target calculation formula according to the target path information, the target intersection information and the target path weight, wherein the target intersection phase difference target calculation formula includes a first target path calculation formula and a second target path calculation formula;

[0150] A target intersection phase difference is obtained so that the target intersection phase difference target calculation formula value meets the preset target condition.

[0151] Since the control categories of the first target path and the second target path are different, it is necessary to comprehensively consider the first target path and the second target path when calculating the target intersection phase difference. In this embodiment, firstly, a target intersection phase difference target calculation formula including the first target path calculation formula and the second target path calculation formula is determined according to the target path information, the target intersection information and the target path weight, and then the target intersection phase difference is calculated so that the target intersection phase difference target calculation formula value meets the preset target condition.

[0152] In an optional implementation of this embodiment, the first target path control category is passage priority control, and the second target path control category is blocking priority control. In this implementation, the target intersection phase difference target calculation formula can be expressed as:

[0153] max(Obj1+Obj2)

[0154] Wherein, Obj1 represents the first target path calculation formula, and Obj2 represents the second target path calculation formula.

[0155] Specifically, the first target path calculation formula Obj1 can be expressed as:

[0156]

[0157] Where x represents a first target path; vol x is the flow rate of the first target path x, that is, the weight of the first target path x; the first target path x is divided into multiple sub-paths {p i}, subpath p i The starting intersection is i and the ending intersection is e i , α i For subpath p i The weight of i is larger, the larger the value of α iThe smaller the value, that is, the more times the observed vehicle stops, the lower the weight. For example, if the observed vehicle stops 4 times on the first target path x, the first target path x can be divided into 5 sub-paths {p1, p2, p3, p4, p5}. If the weight of the first sub-path p1 is set to w1, each subsequent sub-path decreases according to the preset decreasing coefficient, wherein the preset decreasing coefficient can be set according to the needs of the actual application. For example, the weight w1 can be set to 1.0 and the preset decreasing coefficient can be set to 0.1, then the weight w2 of the second sub-path p2 can be 0.9, and so on. The weight w3 of the third sub-path p3 can be 0.8, the weight w4 of the fourth sub-path p4 can be 0.7, and the weight w5 of the fifth sub-path p5 can be 0.6; S is the set of starting intersections of all sub-paths; j represents a phase of the starting intersection i of the sub-path pi of the first target path x; β x,i,j is the flow ratio of the phase j of the starting intersection i of the subpath pi of the first target path x to the total flow of the first target path x; k is a downstream intersection on the first target path x; m is a phase of the intersection k; splitTime i,j is the duration of the phase j of the starting intersection i, that is, the duration of the green light; splitTime x,(i,j)→(k,m) is the remaining continuous travel time when the upstream phase j is transferred to the downstream phase m along the first target path x, that is, the remaining green wave time, which is related to the target phase difference that needs to be adjusted:

[0158] split_time x,(i,j)→(k,m) =t x,(i,j)→(k,m),end -t x,(i,j)→(k,m),start ,

[0159] Among them, t x,(i,j)→(k,m),end Indicates that the green-to-signal ratio end time of the first target path x at the intersection i phase j is mapped to the green-to-signal ratio end time of the downstream intersection k phase m, t x,(i,j)→(k,m),start The array consisting of the green signal ratio start time of the intersection i phase j of the first target path x is mapped to the green signal ratio start time of the downstream intersection k phase m, the green signal ratio end time and the green signal ratio start time can be obtained by the following formula:

[0160]

[0161] Among them, t i,j,start Indicates the start time of the green signal ratio at intersection i at phase j, t i,j,start =offset i,j , offset i,j represents the phase difference of intersection i at phase j, offset i,pis the target phase difference of the target phase p that needs to be adjusted, that is, the quantity to be determined, is the internal light-on time difference of the target phase p of intersection i relative to the starting point of the intersection cycle, is the internal light-on time difference of each phase j of intersection i relative to the starting point of the intersection cycle, cycle cor represents the duration of the intersection phase cycle, mod is the remainder function; ti,j,end represents the end time of the green signal ratio of intersection i phase j, t i,j,end =offset i,j +split_time i,j , green-to-light ratio refers to the proportion of time that a traffic signal indicator light can be used for vehicle traffic in a cycle, that is, the ratio between the effective green light time of a phase and the cycle length; travel_time i,k represents the travel time required for the observed vehicle to travel from intersection i to intersection k; t k,m,start Indicates the start time of the green signal ratio at phase m of intersection k, t k,m,end Indicates the end time of the green signal ratio at phase m of intersection k; is the first travel coefficient, taken as travel_time i,k With cycle cor The lower limit of the ratio, ω is the second travel coefficient, taken as travel_time i,k With cycle cor The upper limit of the ratio, ﹒ ∩﹒ means the intersection of the two, and ﹒ ∪﹒ means the union of the two.

[0162] The second target path calculation formula Obj2 can be expressed as:

[0163]

[0164] Where y represents a second target path; vol y is the flow of the second target path y, that is, the weight of the second target path y; l is an intersection on the second target path y; n is the total number of intersections on the second target path y; s is a phase of intersection l; β y,l,s is the flow ratio of phase s at the intersection l of the second target path y to the total flow of the second target path y; q=l+1 is the downstream intersection of l, r is a phase of the intersection q; splitTime l,s is the duration of the phase s at intersection l, i.e. the duration of the green light; splitTime y,(l,s)→(q,r)It is the remaining continuous passage time when the upstream phase s is transferred to the downstream phase r along the second target path y, that is, the remaining green wave time, which is related to the target phase difference that needs to be adjusted. The expression is similar to the relevant description in the first target path calculation formula Obj1, and will not be repeated here.

[0165] Based on the target intersection phase difference target calculation formula, the Nelder-Mead algorithm and other algorithms can be used to obtain the target intersection phase difference that maximizes the calculated value of the expression (Obj1+Obj2) in the target intersection phase difference target calculation formula, that is, to obtain the target intersection phase difference whose value of the target intersection phase difference target calculation formula meets the preset target conditions.

[0166] In an optional implementation of the present embodiment, after obtaining the phase difference of the target intersection, the adjustment module 203 may further adjust the phase difference of the target intersection, for example, to determine whether the phase difference of the target intersection can meet a preset condition, wherein the preset condition may be set as follows: if after the timing information of the target intersection is controlled according to the phase difference of the target intersection, the ratio of signal indications of the same type appearing at different target intersections on the target path is greater than a preset ratio threshold, that is, after the timing information of the target intersection is controlled according to the phase difference of the target intersection, it is determined whether the ratio of vehicles that continuously encounter the same type of signal indications at different target intersections on the target path is greater than a preset ratio threshold, for example, if the signal indication is a passing signal indication, i.e., a green light indication, then the preset condition may be that the ratio of vehicles in a preset traffic flow that can continuously pass through different target intersections on the target path with green lights is greater than a preset ratio threshold. Of course, the preset condition may be selected and set according to the needs of actual applications, and is not specifically limited in the present disclosure. If the target intersection phase difference does not meet the preset conditions, the target path information, target intersection information and target path weight may be adjusted, and the target intersection phase difference may be recalculated based on the adjusted target path information, target intersection information and target path weight until the target intersection phase difference meets the preset conditions.

[0167] In an optional implementation of this embodiment, the method further includes:

[0168] The display module is configured to display the target intersection phase difference in a visual manner such as a green wave time-distance diagram after obtaining the target intersection phase difference.

[0169] In an optional implementation of this embodiment, the method further includes:

[0170] An execution module is configured to execute at least one of the following according to the target intersection phase difference:

[0171] Traffic facility control, traffic timing control, dynamically variable lane setting, traffic induction, traffic flow restriction, or adjustment of navigation data.

[0172] In this implementation, traffic facilities such as traffic signal indicators or their related timing information can be controlled according to the phase difference of the target intersection, including the start time, continuous start time, start cycle, number of phases, phase content, phase sequence, phase duration, phase cycle length, etc. of the traffic facilities; dynamic variable lane setting, traffic induction, traffic flow restriction, no-entry and other traffic flow control can also be performed according to the phase difference of the target intersection, and user navigation data can be adjusted, etc., so as to achieve controllable adjustment of traffic conditions while alleviating overall traffic pressure, and at the same time effectively reduce the time spent on the road by vehicles, thereby effectively improving people's travel efficiency.

[0173] It should be noted that the above technical solution can be applied to other application scenarios besides road traffic, such as water, air, logistics, and transportation hubs such as subway stations, light rail stations, high-speed rail stations, airports, bus stations, docks, ports, logistics stations and their surrounding areas. In this case, the objects of flow collection may include logistics vehicles, ships, aircraft, trains, light rail vehicles, high-speed rail, electric vehicles, bicycles, people and other objects in addition to the motor vehicle flow mentioned above.

[0174] The embodiment of the present invention further discloses an electronic device, Figure 3 A structural block diagram of an electronic device according to an embodiment of the present invention is shown. Figure 3 As shown, the electronic device 300 includes a memory 301 and a processor 302; wherein,

[0175] The memory 301 is used to store one or more computer instructions, wherein the one or more computer instructions are executed by the processor 302 to implement any of the above method steps.

[0176] Figure 4 It is a structural diagram of a computer system suitable for implementing a timing control method according to an embodiment of the present invention.

[0177] like Figure 4 As shown, the computer system 400 includes a processing unit 401, which can perform various processes in the above-mentioned embodiments according to a program stored in a read-only memory (ROM) 402 or a program loaded from a storage part 408 into a random access memory (RAM) 403. In the RAM 403, various programs and data required for the operation of the system 400 are also stored. The processing unit 401, the ROM 402, and the RAM 403 are connected to each other via a bus 404. An input / output (I / O) interface 405 is also connected to the bus 404.

[0178] The following components are connected to the I / O interface 405: an input section 406 including a keyboard, a mouse, etc.; an output section 407 including a cathode ray tube (CRT), a liquid crystal display (LCD), etc., and a speaker, etc.; a storage section 408 including a hard disk, etc.; and a communication section 409 including a network interface card such as a LAN card, a modem, etc. The communication section 409 performs communication processing via a network such as the Internet. A drive 410 is also connected to the I / O interface 405 as needed. A removable medium 411, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 410 as needed, so that a computer program read therefrom is installed into the storage section 408 as needed.

[0179] In particular, according to an embodiment of the present invention, the method described above can be implemented as a computer software program. For example, an embodiment of the present invention includes a computer program product, which includes a computer program tangibly contained on a readable medium, and the computer program includes a program code for executing the timing control method. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 409, and / or installed from the removable medium 411. Among them, the processing unit 401 can be implemented as a processing unit such as a CPU, a GPU, a TPU, an FPGA, and an NPU.

[0180] The flowchart and block diagram in the accompanying drawings illustrate the possible architecture, functions and operations of the system, method and computer program product according to various embodiments of the present invention. In this regard, each box in the road map or block diagram can represent a module, a program segment or a part of a code, and the module, a program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flow chart, and the combination of boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0181] The units or modules involved in the embodiments of the present invention may be implemented by software or hardware. The units or modules described may also be arranged in a processor, and the names of these units or modules do not, in some cases, limit the units or modules themselves.

[0182] As another aspect, an embodiment of the present invention further provides a computer-readable storage medium, which may be a computer-readable storage medium included in the device described in the above embodiment; or a computer-readable storage medium that exists independently and is not assembled into the device. The computer-readable storage medium stores one or more programs, and the programs are used by one or more processors to execute the method described in the embodiment of the present invention.

[0183] The above description is only a preferred embodiment of the present invention and an explanation of the technical principles used. Those skilled in the art should understand that the scope of the invention involved in the embodiments of the present invention is not limited to the technical solutions formed by the specific combination of the above technical features, but should also cover other technical solutions formed by any combination of the above technical features or their equivalent features without departing from the inventive concept. For example, the above features are replaced with (but not limited to) the technical features with similar functions disclosed in the embodiments of the present invention.

Claims

1. A timing control method, comprising: Acquire target path information in a target control area, and acquire a flow value of the target path within a preset time period, determine the flow value as a target path weight corresponding to the target path, and determine target intersection information, wherein the target intersection is an intersection on the target path; the target path weight is used to characterize the degree to which the target path is controlled; the target path includes a first target path and a second target path of a different control category from the first target path; Determine a target intersection phase difference target calculation formula max(Obj1+Obj2) according to the target path information, the target intersection information and the target path weight, wherein the target intersection phase difference target calculation formula includes a first target path calculation formula Obj1 and a second target path calculation formula Obj2; x represents a first target path; vol x First target path x The weight of is the subpath p among the multiple subpaths contained in the first target path i The weight of , S is the set of starting intersections of all sub-paths; j Indicates the first target path x The subpath pi starts at a phase of intersection i; β x,i,j First target path x The phase of the starting intersection i of the subpath pi j First target path x flow ratio of total flow; k First target path x A downstream intersection on the upper; m For intersection k a phase of splitTime i,j is the phase of the starting intersection i j Length of travel time; splitTime x,(i,j)→(k,m) Upstream phase j Along the first target path x Transfer to downstream phase m The remaining continuous passage time of 10 minutes; Obtaining a target intersection phase difference that makes the target intersection phase difference target calculation formula value meet the preset target condition, wherein the target path is one or more; the target intersection phase difference is the phase difference of each driving direction related to the intersection on the target path, and the phase difference refers to the time difference between the green light starting point of each phase and the starting point of this cycle within a phase cycle; When the target intersection phase difference does not meet the preset conditions, the target path information, target intersection information and target path weight are adjusted, and the target intersection phase difference is recalculated according to the adjusted target path information, target intersection information and target path weight until the target intersection phase difference meets the preset conditions.

2. According to the method of claim 1, the step of obtaining target path information in the target control area is implemented as follows: Acquire the attribute information of the target control area, wherein: The target control area attribute information includes one or more of the following information: target control area road network information, target control area intersection timing information and target control area trajectory detection information; Determine a first candidate path and a first candidate intersection on the first candidate path according to the target control area road network information and the target control area trajectory detection information; Acquire a second candidate path and a second candidate intersection on the second candidate path; A target path is determined from the first candidate paths and the second candidate paths.

3. The method according to claim 2, wherein determining the first candidate path and the first candidate intersection on the first candidate path according to the target control area road network information and the target control area trajectory detection information is implemented as follows: Determine a road section set according to the target control area road network information, and calculate the trajectory density of the road section; Combining the sections whose trajectory density is greater than a preset density threshold to obtain the first candidate path; An intersection belonging to the first candidate path is determined as the first candidate intersection.

4. According to the method described in any one of claims 1-3, the preset condition is that after the timing information of the target intersection is controlled according to the phase difference of the target intersection, the ratio of signal indications of the same type appearing at different target intersections on the target path is greater than a preset ratio threshold.

5. The method according to any one of claims 1 to 3, further comprising: According to the target intersection phase difference, at least one of the following is performed: Traffic facility control, traffic timing control, dynamically variable lane setting, traffic induction, traffic flow restriction, or adjustment of navigation data.

6. A timing control device, comprising: an acquisition module, configured to acquire target path information in a target control area, and acquire a flow value of the target path within a preset time period, determine the flow value as a target path weight corresponding to the target path, and determine target intersection information, wherein the target intersection is an intersection on the target path; the target path weight is used to characterize the degree to which the target path is controlled; the target path includes a first target path and a second target path of a different control category from the first target path; A calculation module is configured to determine a target intersection phase difference target calculation formula max(Obj1+Obj2) according to the target path information, the target intersection information and the target path weight, wherein the target intersection phase difference target calculation formula includes a first target path calculation formula Obj1 and a second target path calculation formula Obj2; x represents a first target path; vol x First target path x The weight of is the subpath p among the multiple subpaths contained in the first target path i The weight of , S is the set of starting intersections of all sub-paths; j Indicates the first target path x The subpath pi starts at a phase of intersection i; β x,i,j First target path x The phase of the starting intersection i of the subpath pi j First target path x flow ratio of total flow; k First target path x A downstream intersection on the upper; m For intersection k a phase of splitTime i,j is the phase of the starting intersection i j Length of travel time; splitTime x,(i,j)→(k,m) Upstream phase j Along the first target path x Transfer to downstream phase m The remaining continuous passage time of 10 minutes; Obtaining a target intersection phase difference that makes the target intersection phase difference target calculation formula value meet the preset target condition, wherein the target path is one or more; the target intersection phase difference is the phase difference of each driving direction related to the intersection on the target path, and the phase difference refers to the time difference between the green light starting point of each phase and the starting point of this cycle within a phase cycle; The adjustment module is configured to adjust the target path information, target intersection information and target path weight when the target intersection phase difference does not meet the preset conditions, and recalculate the target intersection phase difference according to the adjusted target path information, target intersection information and target path weight until the target intersection phase difference meets the preset conditions.

7. The device according to claim 6, wherein the part of acquiring the target path information in the target control area in the acquisition module is configured as follows: Acquire the attribute information of the target control area, wherein: The target control area attribute information includes one or more of the following information: target control area road network information, target control area intersection timing information and target control area trajectory detection information; Determine a first candidate path and a first candidate intersection on the first candidate path according to the target control area road network information and the target control area trajectory detection information; Acquire a second candidate path and a second candidate intersection on the second candidate path; A target path is determined from the first candidate paths and the second candidate paths.

8. The device according to claim 7, wherein the determining the first candidate path and the first candidate intersection portion on the first candidate path according to the target control area road network information and the target control area trajectory detection information is configured as follows: Determine a road section set according to the target control area road network information, and calculate the trajectory density of the road section; Combining the sections whose trajectory density is greater than a preset density threshold to obtain the first candidate path; An intersection belonging to the first candidate path is determined as the first candidate intersection.

9. According to the device according to any one of claims 6-8, the preset condition is that after the timing information of the target intersection is controlled according to the phase difference of the target intersection, the ratio of signal indications of the same type appearing at different target intersections on the target path is greater than a preset ratio threshold.

10. The device according to any one of claims 6 to 8, further comprising: An execution module is configured to execute at least one of the following according to the target intersection phase difference: Traffic facility control, traffic timing control, dynamically variable lane setting, traffic induction, traffic flow restriction, or adjustment of navigation data.

11. An electronic device comprising a memory and a processor; wherein: The memory is used to store one or more computer instructions, wherein the one or more computer instructions are executed by the processor to implement the method steps described in any one of claims 1-5.

12. A computer-readable storage medium having computer instructions stored thereon, wherein the computer instructions, when executed by a processor, implement the method steps described in any one of claims 1 to 5.

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