Method, device, equipment and readable storage medium for determining staggered travel plan

Abstract

The present application discloses a method, device, equipment and readable storage medium for determining a staggered travel plan. In the scheme, after obtaining the travel demand information of travelers in the area to be traffic-controlled, the congestion information of each bottleneck section in the area to be traffic-controlled in each time period is determined; based on the congestion information of each bottleneck section in each time period, a staggered travel plan is provided for the travelers, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers; the congestion information of each bottleneck section in each time period is used to indicate whether each bottleneck section is congested in each time period, and the congestion time in each time period; the staggered travel plan includes staggered travel suggestions and the optimal travel time interval within the travel time period of the travelers. The scheme can provide corresponding staggered travel plans for travelers' all-day travel activities in combination with actual road conditions.

Description

Technical Field

[0001] The present application relates to the technical field of traffic control, and more specifically, to a method, device, equipment and readable storage medium for determining a staggered travel plan. Background Art

[0002] The speed of traffic infrastructure construction lags behind the growth of people's traffic demand. Traffic supply is less than traffic demand, which is one of the direct causes of traffic congestion and blockage. The regulation of the total traffic demand and its distribution in time and space is one of the important means to alleviate traffic congestion in the world. Peak-shifting travel is a strategy to adjust people's fixed travel time such as commuting and going to school. The purpose is to reduce the peak value of the daily morning and evening traffic peak hours, decompose a large traffic peak into several smaller traffic peaks, balance the traffic flow in time, and alleviate the contradiction between supply and demand. As a means of traffic regulation, peak-shifting travel cannot fundamentally increase the total capacity of the road network, nor can it reduce the total flow on the road network. It only regulates traffic demand from the time period, shifts or postpones some travel demands on the original road peak for a period of time, and strives to achieve a balance between road supply and demand to alleviate traffic congestion; at the same time, if you want to give full play to the management role of peak-shifting travel, you must also combine corresponding traffic management measures.

[0003] At present, the staggered travel plan is mainly aimed at travelers during their commuting time, and it is impossible to determine the staggered travel plan for travelers' travel activities throughout the day.

[0004] Therefore, how to provide a method for determining staggered travel plans that can provide corresponding staggered travel plans for travelers' travel activities throughout the day has become a technical problem that needs to be urgently solved by technical personnel in this field. Summary of the invention

[0005] In view of the above problems, this application proposes a method, device, equipment and readable storage medium for determining a staggered travel plan. The specific solution is as follows:

[0006] A method for determining a peak-shift travel plan, the method comprising:

[0007] Acquire travel demand information of travelers in the area to be traffic-controlled, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers;

[0008] Determine the congestion information of each bottleneck road section in each time period in the area to be traffic regulated; the congestion information of each bottleneck road section in each time period is used to indicate whether each bottleneck road section is congested in each time period, and the congestion time in each time period;

[0009] Based on the congestion information of each bottleneck section in each time period, a staggered travel plan is provided for the traveler, and the staggered travel plan includes staggered travel suggestions and the optimal travel time interval within the travel time period of the traveler.

[0010] Optionally, the congestion information of each bottleneck road section in the area to be traffic regulated in each time period is determined as follows:

[0011] Divide the area to be traffic regulated into functional areas to obtain the functional areas included in the area to be traffic regulated and the types of each functional area;

[0012] Acquire road information between each functional area, where the road information is used to indicate the roads between each functional area and the road sections on each road;

[0013] Determine the bottleneck section from various sections;

[0014] For each bottleneck section, determine whether the bottleneck section is congested in each time period; if the bottleneck section is congested in a certain time period, calculate the congestion time of the bottleneck section in the time period.

[0015] Optionally, dividing the area to be traffic regulated into functional areas to obtain various functional areas contained in the area to be traffic regulated includes:

[0016] Dividing the area to be traffic regulated into grid areas to obtain a plurality of grid areas;

[0017] Acquire point of interest (POI) data of the area to be traffic regulated;

[0018] Determine the functional area type of each grid area according to the POI data;

[0019] Based on the functional area type of each grid area, each grid area is merged to obtain each functional area and the type of each functional area included in the area to be traffic regulated.

[0020] Optionally, determining the functional area type of each grid area according to the POI data includes:

[0021] For each grid area, a dominant function vector of the grid area is calculated according to the POI data, wherein the dominant function vector of the grid area includes the POI density per unit area weighted and standardized by population heat corresponding to each functional area type in the grid area;

[0022] The functional area type corresponding to the largest POI density per unit area weighted and standardized by population heat in the dominant functional vector of the grid area is determined as the functional area type of the grid area.

[0023] Optionally, determining the bottleneck section from various sections includes:

[0024] For each road section, the bottleneck impact factor of the road section is obtained, and the bottleneck impact factor of the road section includes the difference in traffic capacity between the road section and the adjacent road section, the total number of adjacent road sections at both ends of the road section, the comprehensive safety evaluation value of the road section, the recurrent congestion frequency of the road section, and the traffic flow time balance coefficient of the road section;

[0025] Based on the bottleneck impact factor of the road section, it is determined whether the road section is a bottleneck section.

[0026] Optionally, the determining whether the bottleneck road section is congested in each time period includes:

[0027] Obtaining a traffic flow curve of each functional area on the bottleneck section, wherein the traffic flow curve of each functional area on the bottleneck section is used to indicate the traffic flow of the functional area on the bottleneck section in each time period;

[0028] Integrate the traffic flow curves of each functional area on the bottleneck section to obtain the total traffic flow of the bottleneck section in each time period;

[0029] For each time period, if the total traffic volume of the bottleneck section in the time period exceeds a first preset threshold, it is determined that the bottleneck section is congested in the time period; otherwise, it is determined that the bottleneck section is not congested in the time period.

[0030] Optionally, the calculating the congestion time of the bottleneck section in the time period includes:

[0031] Calculate the average delay time of the bottleneck section in the time period, and the time difference caused by the traffic flow of the bottleneck section merging with other bottleneck sections in the time period;

[0032] The congestion time of the bottleneck section in the time period is calculated based on the average delay time of the bottleneck section in the time period and the time difference caused by the traffic flow between the bottleneck section and other bottleneck sections in the time period.

[0033] A device for determining a peak-shift travel plan, the device comprising:

[0034] A travel demand information acquisition unit, used to acquire travel demand information of travelers in the area to be traffic regulated, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers;

[0035] A congestion information determination unit, used to determine the congestion information of each bottleneck road section in the area to be traffic regulated in each time period; the congestion information of each bottleneck road section in each time period is used to indicate whether each bottleneck road section is congested in each time period, and the congestion time in each time period;

[0036] The off-peak travel plan determination unit is used to provide the traveler with an off-peak travel plan based on the congestion information of each bottleneck section in each time period. The off-peak travel plan includes off-peak travel suggestions and the optimal travel time interval within the travel time period of the traveler.

[0037] Optionally, the congestion situation information determining unit includes:

[0038] A functional area division unit, used for dividing the area to be traffic regulated into functional areas, and obtaining the functional areas included in the area to be traffic regulated and the types of each functional area;

[0039] A road information acquisition unit, used to acquire road information between various functional areas, wherein the road information is used to indicate the roads included between various functional areas and the road sections included on each road;

[0040] A bottleneck section determination unit, used for determining the bottleneck section from various sections;

[0041] The congestion and congestion time determination unit is used to determine whether each bottleneck section is congested in each time period; if the bottleneck section is congested in a certain time period, calculate the congestion time of the bottleneck section in the time period.

[0042] Optionally, the functional area division unit includes:

[0043] A grid area division unit, used for dividing the area to be traffic regulated into grid areas to obtain a plurality of grid areas;

[0044] A POI data acquisition unit, used to acquire POI data of points of interest in the area to be traffic regulated;

[0045] A functional area type determination unit, used to determine the functional area type of each grid area according to the POI data;

[0046] The merging unit is used to merge the grid areas based on the functional area types of the grid areas to obtain the functional areas and types of the functional areas contained in the area to be traffic regulated.

[0047] Optionally, the functional area type determination unit is specifically used to:

[0048] For each grid area, the dominant function vector of the grid area is calculated according to the POI data, wherein the dominant function vector of the grid area includes the POI density per unit area weighted and standardized by population heat corresponding to each functional area type in the grid area; the functional area type corresponding to the largest POI density per unit area weighted and standardized by population heat in the dominant function vector of the grid area is determined as the functional area type of the grid area.

[0049] Optionally, the bottleneck section determining unit is specifically configured to:

[0050] For each road section, the bottleneck impact factor of the road section is obtained, and the bottleneck impact factor of the road section includes the difference in traffic capacity between the road section and the adjacent road section, the total number of adjacent road sections at both ends of the road section, the comprehensive safety evaluation value of the road section, the recurrent congestion frequency of the road section, and the traffic flow time balance coefficient of the road section;

[0051] Based on the bottleneck impact factor of the road section, it is determined whether the road section is a bottleneck section.

[0052] Optionally, the congestion and congestion time determining unit includes a congestion determining unit, and the congestion determining unit is specifically used to:

[0053] Obtaining a traffic flow curve of each functional area on the bottleneck section, wherein the traffic flow curve of each functional area on the bottleneck section is used to indicate the traffic flow of the functional area on the bottleneck section in each time period;

[0054] Integrate the traffic flow curves of each functional area on the bottleneck section to obtain the total traffic flow of the bottleneck section in each time period;

[0055] For each time period, if the total traffic volume of the bottleneck section in the time period exceeds a first preset threshold, it is determined that the bottleneck section is congested in the time period; otherwise, it is determined that the bottleneck section is not congested in the time period.

[0056] Optionally, the congestion and congestion time determining unit includes a congestion time determining unit, and the congestion time determining unit is specifically configured to:

[0057] Calculate the average delay time of the bottleneck section in the time period, and the time difference caused by the traffic flow of the bottleneck section merging with other bottleneck sections in the time period;

[0058] The congestion time of the bottleneck section in the time period is calculated based on the average delay time of the bottleneck section in the time period and the time difference caused by the traffic flow between the bottleneck section and other bottleneck sections in the time period.

[0059] A device for determining a staggered travel plan, comprising a memory and a processor;

[0060] The memory is used to store programs;

[0061] The processor is used to execute the program to implement the various steps of the method for determining the staggered travel plan as described above.

[0062] A readable storage medium stores a computer program thereon, and when the computer program is executed by a processor, the various steps of the method for determining a staggered travel plan as described above are implemented.

[0063] By means of the above technical scheme, the present application discloses a method, device, equipment and readable storage medium for determining a staggered travel plan. In this scheme, after obtaining the travel demand information of travelers in the area to be traffic-controlled, the congestion information of each bottleneck section in the area to be traffic-controlled in each time period is determined; based on the congestion information of each bottleneck section in each time period, a staggered travel plan is provided for the travelers, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers; the congestion information of each bottleneck section in each time period is used to indicate whether each bottleneck section is congested in each time period, and the congestion time in each time period; the staggered travel plan includes staggered travel suggestions and the optimal travel time interval within the travel time period of the travelers. This scheme can provide corresponding staggered travel plans for travelers' travel activities throughout the day in combination with actual road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0065] Figure 1 A flowchart of a method for determining a staggered travel plan disclosed in an embodiment of the present application;

[0066] Figure 2A flow chart of a method for determining congestion information of each bottleneck road section in a region to be subjected to traffic control in each time period disclosed in an embodiment of the present application;

[0067] Figure 3 A flowchart of a method disclosed in an embodiment of the present application for dividing an area to be traffic regulated into functional areas to obtain various functional areas contained in the area to be traffic regulated;

[0068] Figure 4 A schematic diagram of the structure of a device for determining a staggered travel plan disclosed in an embodiment of the present application;

[0069] Figure 5 A hardware structure block diagram of a device for determining a staggered travel plan provided in an embodiment of the present application. DETAILED DESCRIPTION

[0070] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0071] In order to provide a method for determining staggered travel plans that can provide corresponding staggered travel plans for travelers' travel activities throughout the day, the inventor of this case conducted in-depth research and ultimately proposed a method for determining staggered travel plans.

[0072] Next, the method for determining the staggered travel plan provided in this application is introduced through the following embodiments.

[0073] Reference Figure 1 , Figure 1 A flowchart of a method for determining a peak-shifting travel plan disclosed in an embodiment of the present application is provided. The method may include:

[0074] Step S101: Acquire travel demand information of travelers in an area to be subjected to traffic control, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers.

[0075] In the present application, the area to be traffic controlled may be any city in any country, or a district in a city, and the present application does not impose any limitation on this.

[0076] Step S102: Determine the congestion information of each bottleneck section in the area to be traffic controlled in each time period; the congestion information of each bottleneck section in each time period is used to indicate whether each bottleneck section is congested in each time period, and the congestion time in each time period.

[0077] It should be noted that a bottleneck section refers to a bottleneck with limited traffic capacity on the road, which is generally caused by vehicles entering the ramp, weaving area, lane reduction, road maintenance and sudden traffic accidents. The traffic bottleneck phenomenon generally occurs first in one or several sections, but due to the rapid flow of traffic on the road, the traffic bottleneck quickly extends and spreads, forming a vicious circle, aggravating the queue of vehicles, and eventually may lead to the paralysis of the entire traffic system. Therefore, in this application, it is necessary to determine the congestion information of each bottleneck section in the area to be traffic regulated in each time period.

[0078] It should be noted that the congestion information of each bottleneck section in the area to be traffic regulated in each time period can be determined in real time or in advance, and this application does not impose any limitation on this.

[0079] Step S103: Based on the congestion information of each bottleneck section in each time period, a staggered travel plan is provided for the traveler, wherein the staggered travel plan includes staggered travel suggestions and an optimal travel time interval within the travel time period of the traveler.

[0080] In this application, the following types of travel suggestions can be made:

[0081] For vehicles with alternative travel needs, they can choose to detour from the functional area with low traffic volume during that period: ensure that the traffic volume after merging does not exceed 60% of the traffic volume saturation during that period;

[0082] For roads with severe congestion, it is recommended to use public transportation and reasonable travel restrictions should be issued;

[0083] For traffic on bottleneck sections of functional areas that cannot be diverted, consider implementing strategies such as time-based restrictions / license plate number restrictions.

[0084] The optimal travel time interval within the travel time period of the traveler can be calculated in the following way:

[0085] Assume that the traveler's travel route is from area A to area B, and divide the traveler's travel time into n time intervals (t1, t2, ..., t i ,……t n ), the number of people traveling in each time interval is N i , and satisfies N=N1+N2…N n , tmi The dividing point for the number of travelers in each time interval.

[0086] U i is the system utility function, which satisfies the following when in equilibrium:

[0087]

[0088] U i is the system utility function, which satisfies the following when in equilibrium:

[0089]

[0090] For ease of calculation, the following function is defined:

[0091]

[0092]

[0093] Among them, β, γ, g0, g1, k0, k1 are parameters; B is the bottleneck section capacity. According to mathematical analysis, the total travel utility function of the system is about the optimal travel time interval t i The function of , taking the first-order partial derivative of the total utility function of the system and setting it equal to 0, we get:

[0094]

[0095] This embodiment discloses a method for determining a staggered travel plan. In this plan, after obtaining the travel demand information of travelers in the area to be traffic-controlled, the congestion information of each bottleneck section in the area to be traffic-controlled in each time period is determined; based on the congestion information of each bottleneck section in each time period, a staggered travel plan is provided for the travelers, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers; the congestion information of each bottleneck section in each time period is used to indicate whether each bottleneck section is congested in each time period, and the congestion time in each time period; the staggered travel plan includes staggered travel suggestions and the optimal travel time interval within the travel time period of the travelers. This plan can provide corresponding staggered travel plans for travelers' travel activities throughout the day in combination with actual road conditions.

[0096] In another embodiment of the present application, a method for determining the congestion information of each bottleneck section in the area to be subjected to traffic control in each time period is described in detail.

[0097] Reference Figure 2 , Figure 2 A flowchart of a method for determining congestion information of each bottleneck road section in an area to be subjected to traffic control in each time period disclosed in an embodiment of the present application, the method may include:

[0098] Step S201: Divide the area to be traffic regulated into functional areas, and obtain the functional areas included in the area to be traffic regulated and the types of each functional area.

[0099] In the present application, the functional areas include multiple types, and the specific types included can be set according to the scene requirements, and the present application does not impose any restrictions on this.

[0100] Step S202: Obtain road information between various functional areas, where the road information is used to indicate the roads included between various functional areas and the road sections included on each road.

[0101] Step S203: Determine the bottleneck section from various road sections.

[0102] As an implementable method, the method of determining the bottleneck section from various road sections includes: for each road section, obtaining the bottleneck influence factor of the road section, the bottleneck influence factor of the road section includes the difference in capacity between the road section and adjacent sections, the total number of adjacent sections at both ends of the road section, the comprehensive safety evaluation value of the road section, the frequency of frequent congestion of the road section and the traffic flow time balance coefficient of the road section; based on the bottleneck influence factor of the road section, judging whether the road section is a bottleneck section.

[0103] It should be noted that in the present application, it is possible to consider weighted summing up the bottleneck impact factors of the road section, or summing up to obtain the bottleneck degree value of the road section, and determine whether the bottleneck degree value of the road section is greater than a preset threshold. If it is greater than the preset threshold, the road section is determined as a bottleneck section.

[0104] Step S204: for each bottleneck section, determine whether the bottleneck section is congested in each time period; if the bottleneck section is congested in a certain time period, calculate the congestion time of the bottleneck section in the time period.

[0105] When the traffic flow exceeds the carrying capacity of the bottleneck section, it will cause serious congestion. Therefore, it is necessary to analyze the traffic flow of the bottleneck section in each time period to determine whether the bottleneck section is congested in each time period.

[0106] As an implementable method, determining whether the bottleneck section is congested in each time period includes: obtaining a traffic flow curve of each functional area in the bottleneck section, the traffic flow curve of each functional area in the bottleneck section being used to indicate the traffic flow of the functional area in the bottleneck section in each time period; integrating the traffic flow curves of each functional area in the bottleneck section to obtain the total traffic flow of the bottleneck section in each time period; for each time period, if the total traffic flow of the bottleneck section in the time period exceeds a first preset threshold, determining that the bottleneck section is congested in the time period, otherwise, determining that the bottleneck section is not congested in the time period.

[0107] It should be noted that for each bottleneck section, the traffic flow curves of each functional area in the bottleneck section are obtained, and the traffic flow curves of each functional area in the bottleneck section are integrated under the same coordinate, and the multiple traffic flows corresponding to the same coordinate in the coordinate axis are summed to immediately obtain the total traffic flow of the bottleneck section in each time period. The first preset threshold is used to characterize the carrying capacity of the bottleneck section, which can be set according to the scene requirements, and this application does not impose any restrictions on this. As an implementable method, the saturation value of the bottleneck section can be obtained, and 80% of the saturation value of the bottleneck section is used as the first preset threshold.

[0108] As an implementable method, the calculation of the congestion time of the bottleneck section in the time period includes: calculating the average delay time of the bottleneck section in the time period, and the time difference caused by the traffic flow between the bottleneck section and other bottleneck sections in the time period; calculating the congestion time of the bottleneck section in the time period based on the average delay time of the bottleneck section in the time period, and the time difference caused by the traffic flow between the bottleneck section and other bottleneck sections in the time period.

[0109] It should be noted that, since different bottleneck sections may have certain connectivity depending on the actual road conditions, there will be a certain time difference in the movement of traffic between bottleneck sections. Therefore, in this application, it is necessary to calculate the time difference generated after the traffic between the bottleneck section and other bottleneck sections merges in the time period. There are many ways to calculate the average delay time of the bottleneck section in the time period. As an implementable method, the average delay time of each lane group in the bottleneck section in the time period can be calculated first, and then the average delay time of the bottleneck section in the time period can be calculated based on the average delay time of each lane group in the bottleneck section in the time period.

[0110] As an implementation method, the average delay time of the bottleneck section in the time period and the time difference caused by the traffic flow between the bottleneck section and other bottleneck sections in the time period can be added to obtain the congestion time of the bottleneck section in the time period.

[0111] For ease of understanding, this application provides an implementation method for calculating the congestion time of the bottleneck section in the time period, and the specific formula is as follows:

[0112]

[0113]

[0114] in, represents the average delay time of lane group j in bottleneck section k, C represents the duration of the traffic flow statistics cycle, q jk represents the traffic flow of lane group j in bottleneck section k, B represents the analysis time, and y jk represents the flow ratio of lane group j in bottleneck section k, s jk represents the saturated flow of lane group j in bottleneck section k, g jk represents the effective green light time of lane group j in bottleneck section k, and Δa represents the time difference caused by the merging of traffic flows between bottleneck sections.

[0115] In another embodiment of the present application, a specific implementation method of dividing the area to be traffic regulated into functional areas in step S201 to obtain each functional area included in the area to be traffic regulated is described.

[0116] Reference Figure 3 , Figure 3 A flowchart of a method for dividing an area to be traffic controlled into functional areas to obtain functional areas contained in the area to be traffic controlled is disclosed in an embodiment of the present application. The method may include:

[0117] Step S301: Divide the area to be traffic regulated into grid areas to obtain a plurality of grid areas.

[0118] It should be noted that, in the present application, the areas of different grid regions are the same.

[0119] Step S302: Acquire POI (Point of Interest) data of the area to be traffic regulated.

[0120] It should be noted that POI data is a type of data that reflects the spatial distribution of industries and public institutions in the form of coordinate points.

[0121] Step S303: Determine the functional area type of each grid area according to the POI data.

[0122] It should be noted that according to POI data, 23 original functional area types can be determined. Taking into account the classification standards of 6 major categories and 20 minor categories in urban land use classification, and considering the differences in day and night activity and cluster distribution characteristics between different land use classifications and the limited functional land in some areas, the 23 original functional area types can be re-divided to determine new functional area types. As an implementable method, functional areas can include six types, namely residential, cultural and sports, government public facilities, medical, business district, and tourism.

[0123] As an implementable method, determining the functional area type of each of the grid areas according to the POI data includes: for each grid area, calculating the dominant function vector of the grid area according to the POI data, the dominant function vector of the grid area including the POI density per unit area weighted and standardized by population heat corresponding to each functional area type in the grid area; determining the functional area type corresponding to the largest POI density per unit area weighted and standardized by population heat in the dominant function vector of the grid area as the functional area type of the grid area.

[0124] It should be noted that the dominant function vector corresponding to the functional area type j in the grid area i can be calculated as follows:

[0125] First, calculate the POI density per unit area X corresponding to the functional area type j in the grid area i ij :

[0126]

[0127] Among them, S i is the area of ​​grid region i, N ij is the number of POIs corresponding to functional area type j in grid area i.

[0128] Then, obtain the day and night population heat A corresponding to the functional area type j in the grid area i ij ;

[0129] Then, based on the POI density per unit area X corresponding to the functional area type j in the grid area i, ij And the day and night population heat A corresponding to the functional area type j in the grid area i ij Calculate the POI density per unit area X corresponding to the functional area type j in the grid area i, which is weighted and standardized by population heat ij .

[0130] Specifically, the POI density per unit area X corresponding to the functional area type j in the grid area i can be ij The day and night population heat A corresponding to the functional area type j in the grid area i ij Multiply them and standardize them using the Z-score method to obtain the POI density per unit area x corresponding to the functional area type j in the grid area i, which is weighted and standardized by population heat. ij :

[0131]

[0132] Among them, μ j 、s j Respectively represent A ij and X ij The mean and variance of .

[0133] Finally, the dominant function vector of grid area i is obtained by combining the POI density per unit area weighted and standardized by population heat corresponding to all functional area types in grid area i.

[0134] Step S304: Based on the functional area types of the grid areas, the grid areas are merged to obtain the functional areas and types of the functional areas contained in the area to be traffic regulated.

[0135] It should be noted that merging grid areas refers to merging adjacent grids of the same functional area type.

[0136] In summary, the method for determining staggered travel plans disclosed in the embodiment of the present application can obtain different travel attributes according to regional functional divisions, and then analyze staggered travel suggestions and optimal travel time intervals under different travel needs, and connect various functional areas in series to form a road network, and analyze the bottleneck sections of the entire road network in combination with actual road conditions.

[0137] The following is a description of the device for determining a staggered travel plan disclosed in an embodiment of the present application. The device for determining a staggered travel plan described below and the method for determining a staggered travel plan described above can be referenced to each other.

[0138] Reference Figure 4 , Figure 4 This is a schematic diagram of the structure of a device for determining a staggered travel plan disclosed in an embodiment of the present application. Figure 4 As shown, the peak-shift travel plan determination device may include:

[0139] A travel demand information acquisition unit 11 is used to acquire travel demand information of travelers in the area to be traffic regulated, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers;

[0140] The congestion information determining unit 12 is used to determine the congestion information of each bottleneck road section in the area to be traffic regulated in each time period; the congestion information of each bottleneck road section in each time period is used to indicate whether each bottleneck road section is congested in each time period, and the congestion time in each time period;

[0141] The off-peak travel plan determination unit 13 is used to provide the traveler with an off-peak travel plan based on the congestion information of each bottleneck section in each time period. The off-peak travel plan includes off-peak travel suggestions and the optimal travel time interval within the travel time period of the traveler.

[0142] Optionally, the congestion situation information determining unit includes:

[0143] A functional area division unit, used for dividing the area to be traffic regulated into functional areas, and obtaining the functional areas included in the area to be traffic regulated and the types of each functional area;

[0144] A road information acquisition unit, used to acquire road information between various functional areas, wherein the road information is used to indicate the roads included between various functional areas and the road sections included on each road;

[0145] A bottleneck section determination unit, used for determining the bottleneck section from various sections;

[0146] The congestion and congestion time determination unit is used to determine whether each bottleneck section is congested in each time period; if the bottleneck section is congested in a certain time period, calculate the congestion time of the bottleneck section in the time period.

[0147] Optionally, the functional area division unit includes:

[0148] A grid area division unit, used for dividing the area to be traffic regulated into grid areas to obtain a plurality of grid areas;

[0149] A POI data acquisition unit, used to acquire POI data of points of interest in the area to be traffic regulated;

[0150] A functional area type determination unit, used to determine the functional area type of each grid area according to the POI data;

[0151] The merging unit is used to merge the grid areas based on the functional area types of the grid areas to obtain the functional areas and types of the functional areas contained in the area to be traffic regulated.

[0152] Optionally, the functional area type determination unit is specifically used to:

[0153] For each grid area, the dominant function vector of the grid area is calculated according to the POI data, wherein the dominant function vector of the grid area includes the POI density per unit area weighted and standardized by population heat corresponding to each functional area type in the grid area; the functional area type corresponding to the largest POI density per unit area weighted and standardized by population heat in the dominant function vector of the grid area is determined as the functional area type of the grid area.

[0154] Optionally, the bottleneck section determining unit is specifically configured to:

[0155] For each road section, the bottleneck impact factor of the road section is obtained, and the bottleneck impact factor of the road section includes the difference in traffic capacity between the road section and the adjacent road section, the total number of adjacent road sections at both ends of the road section, the comprehensive safety evaluation value of the road section, the recurrent congestion frequency of the road section, and the traffic flow time balance coefficient of the road section;

[0156] Based on the bottleneck impact factor of the road section, it is determined whether the road section is a bottleneck section.

[0157] Optionally, the congestion and congestion time determining unit includes a congestion determining unit, and the congestion determining unit is specifically used to:

[0158] Obtaining a traffic flow curve of each functional area on the bottleneck section, wherein the traffic flow curve of each functional area on the bottleneck section is used to indicate the traffic flow of the functional area on the bottleneck section in each time period;

[0159] Integrate the traffic flow curves of each functional area on the bottleneck section to obtain the total traffic flow of the bottleneck section in each time period;

[0160] For each time period, if the total traffic volume of the bottleneck section in the time period exceeds a first preset threshold, it is determined that the bottleneck section is congested in the time period; otherwise, it is determined that the bottleneck section is not congested in the time period.

[0161] Optionally, the congestion and congestion time determining unit includes a congestion time determining unit, and the congestion time determining unit is specifically configured to:

[0162] Calculate the average delay time of the bottleneck section in the time period, and the time difference caused by the traffic flow of the bottleneck section merging with other bottleneck sections in the time period;

[0163] The congestion time of the bottleneck section in the time period is calculated based on the average delay time of the bottleneck section in the time period and the time difference caused by the traffic flow between the bottleneck section and other bottleneck sections in the time period.

[0164] Reference Figure 5 , Figure 5 A hardware structure diagram of a device for determining a peak travel plan provided in an embodiment of the present application, referring to Figure 5 , the hardware structure of the device for determining the staggered travel plan may include: at least one processor 1, at least one communication interface 2, at least one memory 3 and at least one communication bus 4;

[0165] In the embodiment of the present application, the number of the processor 1, the communication interface 2, the memory 3, and the communication bus 4 is at least one, and the processor 1, the communication interface 2, and the memory 3 communicate with each other through the communication bus 4;

[0166] The processor 1 may be a central processing unit CPU, or an application-specific integrated circuit ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of the present invention, etc.;

[0167] The memory 3 may include a high-speed RAM memory, and may also include a non-volatile memory, such as at least one disk memory;

[0168] The memory stores a program, and the processor can call the program stored in the memory, wherein the program is used to:

[0169] Acquire travel demand information of travelers in the area to be traffic-controlled, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers;

[0170] Obtaining congestion information of each bottleneck road section in each time period in the area to be traffic regulated; the congestion information of each bottleneck road section in each time period is used to indicate whether each bottleneck road section is congested in each time period, and the congestion time in each time period;

[0171] Based on the congestion information of each bottleneck section in each time period, a staggered travel plan is provided for the traveler, and the staggered travel plan includes staggered travel suggestions and the optimal travel time interval within the travel time period of the traveler.

[0172] Optionally, the detailed functions and extended functions of the program may refer to the above description.

[0173] The embodiment of the present application further provides a readable storage medium, which may store a program suitable for execution by a processor, wherein the program is used to:

[0174] Acquire travel demand information of travelers in the area to be traffic-controlled, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers;

[0175] Obtaining congestion information of each bottleneck road section in each time period in the area to be traffic regulated; the congestion information of each bottleneck road section in each time period is used to indicate whether each bottleneck road section is congested in each time period, and the congestion time in each time period;

[0176] Based on the congestion information of each bottleneck section in each time period, a staggered travel plan is provided for the traveler, and the staggered travel plan includes staggered travel suggestions and the optimal travel time interval within the travel time period of the traveler.

[0177] Optionally, the detailed functions and extended functions of the program may refer to the above description.

[0178] Finally, it should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0179] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0180] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present application. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for determining a peak-shift travel plan, characterized in that: The method comprises: Acquire travel demand information of travelers in the area to be traffic-controlled, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers; Determine the congestion information of each bottleneck road section in each time period in the area to be traffic regulated; the congestion information of each bottleneck road section in each time period is used to indicate whether each bottleneck road section is congested in each time period, and the congestion time in each time period; Based on the congestion information of each bottleneck road section in each time period, a staggered travel plan is provided for the traveler, wherein the staggered travel plan includes staggered travel suggestions and the optimal travel time interval within the travel time period of the traveler; The calculation of the congestion time of the bottleneck section in the time period includes: Calculate the average delay time of the bottleneck section in the time period, and the time difference caused by the traffic flow of the bottleneck section merging with other bottleneck sections in the time period; The congestion time of the bottleneck section in the time period is calculated based on the average delay time of the bottleneck section in the time period and the time difference caused by the traffic flow between the bottleneck section and other bottleneck sections in the time period.

2. The method according to claim 1, characterized in that The method for determining the congestion information of each bottleneck road section in the area to be traffic regulated in each time period is as follows: Divide the area to be traffic regulated into functional areas to obtain the functional areas included in the area to be traffic regulated and the types of each functional area; Acquire road information between each functional area, where the road information is used to indicate the roads between each functional area and the road sections on each road; Determine the bottleneck section from various sections; For each bottleneck road section, determining whether the bottleneck road section is congested in each time period; If the bottleneck section is congested in a certain time period, the congestion time of the bottleneck section in the time period is calculated.

3. The method according to claim 2, characterized in that The functional area division of the area to be traffic regulated to obtain the functional areas contained in the area to be traffic regulated includes: Dividing the area to be traffic regulated into grid areas to obtain a plurality of grid areas; Acquire point of interest (POI) data of the area to be traffic regulated; Determine the functional area type of each grid area according to the POI data; Based on the functional area type of each grid area, each grid area is merged to obtain each functional area and the type of each functional area included in the area to be traffic regulated.

4. The method according to claim 3, characterized in that Determining the functional area type of each grid area according to the POI data includes: For each grid area, a dominant function vector of the grid area is calculated according to the POI data, wherein the dominant function vector of the grid area includes the POI density per unit area weighted and standardized by population heat corresponding to each functional area type in the grid area; The functional area type corresponding to the largest POI density per unit area weighted and standardized by population heat in the dominant functional vector of the grid area is determined as the functional area type of the grid area.

5. The method according to claim 2, characterized in that: Determining the bottleneck section from various sections includes: For each road section, the bottleneck impact factor of the road section is obtained, and the bottleneck impact factor of the road section includes the difference in traffic capacity between the road section and the adjacent road section, the total number of adjacent road sections at both ends of the road section, the comprehensive safety evaluation value of the road section, the recurrent congestion frequency of the road section, and the traffic flow time balance coefficient of the road section; Based on the bottleneck impact factor of the road section, it is determined whether the road section is a bottleneck section.

6. The method according to claim 2, characterized in that The determining whether the bottleneck road section is congested in each time period includes: Obtaining a traffic flow curve of each functional area on the bottleneck section, wherein the traffic flow curve of each functional area on the bottleneck section is used to indicate the traffic flow of the functional area on the bottleneck section in each time period; Integrate the traffic flow curves of each functional area on the bottleneck section to obtain the total traffic flow of the bottleneck section in each time period; For each time period, if the total traffic volume of the bottleneck section in the time period exceeds a first preset threshold, it is determined that the bottleneck section is congested in the time period; otherwise, it is determined that the bottleneck section is not congested in the time period.

7. A device for determining a peak-shift travel plan, characterized in that: The device comprises: A travel demand information acquisition unit, used to acquire travel demand information of travelers in the area to be traffic regulated, wherein the travel demand information includes the travel time period of the travelers and the travel routes of the travelers; A congestion information determination unit, used to determine the congestion information of each bottleneck road section in the area to be traffic regulated in each time period; the congestion information of each bottleneck road section in each time period is used to indicate whether each bottleneck road section is congested in each time period, and the congestion time in each time period; A peak-shift travel plan determination unit, configured to provide the traveler with a peak-shift travel plan based on the congestion information of each bottleneck road section in each time period, wherein the peak-shift travel plan includes a peak-shift travel suggestion and an optimal travel time interval within the travel time period of the traveler; The congestion situation information determining unit includes a congestion time determining unit; The congestion time determination unit is specifically used to: Calculate the average delay time of the bottleneck section in the time period, and the time difference caused by the traffic flow of the bottleneck section merging with other bottleneck sections in the time period; The congestion time of the bottleneck section in the time period is calculated based on the average delay time of the bottleneck section in the time period and the time difference caused by the traffic flow between the bottleneck section and other bottleneck sections in the time period.

8. A device for determining a peak-shift travel plan, characterized in that: including memory and processor; The memory is used to store programs; The processor is used to execute the program to implement the various steps of the method for determining a staggered travel plan as described in any one of claims 1 to 6.

9. A readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, each step of the method for determining a staggered travel plan as described in any one of claims 1 to 6 is implemented.

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