A method, device, equipment and medium for alleviating traffic congestion on a road section

Abstract

This application discloses a method, apparatus, device, and medium for alleviating road congestion. The method includes: acquiring current traffic data of a target road segment currently experiencing congestion, the current traffic data of the target road segment including current traffic data of a first sub-segment, the first sub-segment being an elevated off-ramp; acquiring a first congestion relief time for the first sub-segment using the current traffic data of the first sub-segment; determining the current signal cycle of the associated intersection of the target road segment based on the first congestion relief time; and adjusting the current traffic signal of the associated intersection using the current signal cycle. This method can quantify the congestion situation of elevated off-ramp and achieve precise adjustment of the congestion on the elevated off-ramp based on the quantified indicators of the congestion situation.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of road traffic, in particular to a road section congestion relieving method, device, equipment and medium. BACKGROUND

[0002] With the rapid development of social economy, the number of motor vehicles is increasing year by year, and the ground road is in a serious congestion situation. The construction of elevated roads, expressways and other transportation facilities has alleviated the congestion of ground roads. However, during peak hours, some elevated roads, expressways and other roads have also failed to ensure smooth traffic. In order to improve traffic efficiency, the congestion relieving problem of elevated road sections has gradually become important.

[0003] During a long-term research and development process, the applicant of the present application found that the existing ramp-down road sections often appear congestion, but the degree of congestion cannot be accurately measured, so it is inconvenient to effectively and accurately regulate the congestion. SUMMARY

[0004] The technical problem solved by the present application is to provide a road section congestion relieving method, device, equipment and medium, which can accurately regulate the congestion of ramp-down road sections.

[0005] To solve the above technical problem, one technical solution adopted by the present application is to provide a road section congestion relieving method, which comprises: acquiring current traffic data of a target road section currently in congestion, wherein the target road section comprises a first sub-road section, the current traffic data of the target road section comprises current traffic data of the first sub-road section, and the first sub-road section is a ramp-down ramp of an elevated road; acquiring a first congestion relieving time of the first sub-road section by using the current traffic data of the first sub-road section, wherein the current traffic data of the first sub-road section represents data of a vehicle driving on the first sub-road section; determining a current signal cycle of an associated intersection of the target road section based on the first congestion relieving time; and adjusting a current traffic signal of the associated intersection by using the current signal cycle.

[0006] Among them, the current traffic data includes current queue length, current regulation rate parameter and related parameters of predicted passing time, the current traffic data of the first sub-road section is used to acquire the first congestion relieving time of the first sub-road section, which comprises: adjusting the predicted passing time by using the current regulation rate parameter, and obtaining the first congestion relieving time based on the ratio of the current queue length to the adjusted predicted passing time, wherein the predicted passing time is determined based on the related parameters of the predicted passing time.

[0007] Among them, the related parameters of the predicted passing time are current driving speed, and the predicted passing time is obtained based on the ratio of the length of the first sub-road section to the current driving speed.

[0008] If the current congestion is the first congestion, the current adjustment rate parameter is a preset initial value, and if the current congestion is not the first congestion, the current adjustment rate parameter is determined based on the current traffic data, the traffic data of the last congestion, and the interval length between the last congestion and the current congestion.

[0009] The target road section includes a second sub-road section that is associated with the first sub-road section in terms of traffic, and the current traffic data of the target road section further includes current traffic data of the second sub-road section and associated traffic data between the first sub-road section and the second sub-road section, the associated traffic data representing data of vehicles traveling between the two sub-road sections. The method further includes obtaining a conflict resolution time of the first sub-road section and the second sub-road section using the associated traffic data, and determining a signal cycle of an associated intersection of the target road section based on the first congestion resolution time, which includes determining a target congestion resolution time of the target road section based on the first congestion resolution time, a second congestion resolution time of the second sub-road section, and the conflict resolution time, the second congestion resolution time being obtained based on the current traffic data of the second sub-road section, and determining a traffic signal duration of the associated intersection in a traffic direction of the target road section and a signal cycle duration of other directions of the associated intersection using the target congestion resolution time.

[0010] The determination of the signal cycle duration of the other directions of the associated intersection using the target congestion resolution time includes obtaining a total duration of the signal cycle of the associated intersection, and determining the signal cycle duration of the other directions of the associated intersection using a difference between the total duration and the traffic signal duration of the associated intersection in the traffic direction of the target road section.

[0011] The determination of the traffic signal duration of the associated intersection in the traffic direction of the target road section using the target congestion resolution time includes determining whether the target congestion resolution time exceeds a preset threshold, determining the traffic signal duration of the associated intersection in the traffic direction of the target road section as the preset threshold in response to a determination result of yes, and determining the traffic signal duration of the associated intersection in the traffic direction of the target road section as the target congestion resolution time in response to a determination result of no.

[0012] The associated traffic data includes a lane-changing length and a vehicle speed of a lane-changing vehicle between the first sub-road section and the second sub-road section, and the determination of the conflict resolution time of the first sub-road section and the second sub-road section using the associated traffic data includes obtaining a lane-changing delay time and an overlapping delay time of all lane-changing vehicles according to the lane-changing length and the vehicle speed of the lane-changing vehicle, the overlapping delay time representing overlapping between the lane-changing delay times of different lane-changing vehicles, and obtaining the conflict resolution time according to a difference between the lane-changing delay times of all lane-changing vehicles and the overlapping delay time.

[0013] The lane-changing delay time of all lane-changing vehicles is obtained according to the lane-changing length and the vehicle speed of the lane-changing vehicles, including: summing the ratio of the lane-changing length to the vehicle speed of each lane-changing vehicle to obtain the lane-changing delay time of all lane-changing vehicles; the overlapping delay time includes first overlapping time corresponding to a plurality of first lane-changing groups and / or second overlapping time corresponding to a plurality of second lane-changing groups, the first lane-changing group includes lane-changing vehicles whose lane-changing behaviors meet a first time condition, and the second lane-changing group includes lane-changing vehicles whose lane-changing behaviors meet a second time condition and a position condition; the overlapping delay time is obtained according to the lane-changing length and the vehicle speed of the lane-changing vehicles, including: for each lane-changing group, the overlapping time corresponding to the lane-changing group is obtained according to the number, the lane-changing length and the vehicle speed of the lane-changing vehicles in the lane-changing group; the first overlapping time is obtained by using the overlapping time corresponding to all first lane-changing groups, and / or the second overlapping time is obtained by using the overlapping time corresponding to all second lane-changing groups.

[0014] The first time condition includes a time correlation during the lane-changing of the lane-changing vehicles.

[0015] The second lane-changing group corresponds to a target lane-changing vehicle, the second time condition includes that the lane-changing period of the lane-changing vehicles in the second lane-changing group is contained in the target lane-changing period of the corresponding target lane-changing vehicle, and the position condition includes that the target start and end positions of the target lane-changing vehicle contain the lane-changing start and end positions of the lane-changing vehicles in the corresponding second lane-changing group.

[0016] The method further includes: obtaining, according to the current attribute parameter of the adjacent intersection and the target congestion relieving time, the duration of the traffic signal of the direction associated with the target road section of the adjacent intersection, the adjacent intersection is adjacent to the associated intersection, and the current attribute parameter includes at least one of a road section dissipation rate and an entry rate.

[0017] The method further includes: updating the current attribute parameter by using the feedback neural network to obtain an updated attribute parameter, and the updated attribute parameter is used to obtain the duration of the traffic signal of the direction associated with the target road section of the adjacent intersection after the next congestion occurs.

[0018] The method further comprises: obtaining a reference value interval of the user-determined attribute parameter, for subsequent calculation of the traffic signal duration of the direction associated with the target road segment at the adjacent intersection during congestion; obtaining reference congestion relief times of different time periods by using reference traffic data of the target road segment in the different time periods; determining reference signal periods of the associated intersection of the target road segment in each time period according to the reference congestion relief times of the different time periods, and determining reference traffic signal durations of the direction associated with the target road segment at the adjacent intersection in the different time periods according to the reference congestion relief times of the different time periods and the reference attribute parameters of the adjacent intersection, the reference attribute parameters of the adjacent intersection being selected within the reference value interval; in response to the occurrence of congestion on the target road segment, adjusting the traffic signal of the associated intersection by using the reference signal period, and adjusting the traffic signal of the direction associated with the target road segment at the adjacent intersection by using the reference traffic signal duration.

[0019] The target road segment further comprises a second sub-road segment, and the second sub-road segment is a high-level under-intersection road segment.

[0020] The method further comprises: determining whether the first sub-road segment is congested, whether the second sub-road segment is congested, and whether a preset congestion condition is met at present, the preset congestion condition comprising at least one of the following: the present time belongs to a preset time period, and the target road segment has a preset traffic phenomenon; and in response to the first sub-road segment being congested, the second sub-road segment being congested, and the preset congestion condition being met at present, determining that the target road segment is currently congested.

[0021] To solve the above technical problems, another technical solution adopted by the present application is to provide a road segment congestion relief device, comprising: a first acquisition module, a second acquisition module, a signal module, and an adjustment module, the first acquisition module is configured to acquire current traffic data of a target road segment currently congested, wherein the target road segment comprises a first sub-road segment, and the current traffic data of the target road segment comprises current traffic data of the first sub-road segment, and the first sub-road segment is a high-level ramp; the second acquisition module is configured to obtain a first congestion relief time of the first sub-road segment by using the current traffic data of the first sub-road segment, and the current traffic data of the first sub-road segment represents data of a vehicle traveling on the first sub-road segment; the signal module is configured to determine a current signal period of an associated intersection of the target road segment based on the first congestion relief time; and the adjustment module is configured to adjust a current traffic signal of the associated intersection by using the current signal period.

[0022] To solve the above technical problems, another technical solution adopted by the present application is to provide an electronic device, comprising a memory and a processor coupled to each other, the processor is configured to execute program instructions stored in the memory to implement the road segment congestion relief method in any of the above.

[0023] To solve the above technical problems, another technical solution adopted by the present application is to provide a computer readable storage medium having program instructions stored thereon, the program instructions being executed by a processor to implement the road congestion relieving method in any of the above.

[0024] The above scheme, in the case that the target road section is congested, the first congestion relieving time of the first sub-road section is obtained by using the current traffic data of the first sub-road section, the current traffic data of the first sub-road section represents the data of the vehicle driving on the first sub-road section, and the first sub-road section is the ramp from the elevated road to the ground road, so that the first congestion relieving time which can measure the congestion of the ramp from the elevated road to the ground road can be obtained based on the driving data of the vehicle on the ramp from the elevated road to the ground road, and the congestion of the ramp from the elevated road to the ground road is quantified, so that the current signal cycle of the associated intersection of the target road section is determined according to the quantification index of the congestion, and the congestion of the ramp from the elevated road to the ground road is accurately adjusted. BRIEF DESCRIPTION OF DRAWINGS

[0025] Figure 1 is a flowchart of an embodiment of the road congestion relieving method of the present application;

[0026] Figure 2 is a flowchart of another embodiment of the road congestion relieving method of the present application;

[0027] Figure 3 is a schematic diagram of an embodiment of the target road section of the present application;

[0028] Figure 4 is a flowchart of another embodiment of step S240 of the present application;

[0029] Figure 5 is a flowchart of another embodiment of step S220 of the present application;

[0030] Figure 6 is a frame diagram of an embodiment of the road congestion relieving device of the present application;

[0031] Figure 7 is a frame diagram of an embodiment of the electronic device of the present application;

[0032] Figure 8 is a frame diagram of an embodiment of the computer readable storage medium of the present application. DETAILED DESCRIPTION

[0033] To make the purpose, technical solutions and effects of the present application clearer and more explicit, the present application is further described in detail below with reference to the drawings and embodiments. In the following description, specific details such as specific system structures, interfaces, technologies, etc. are presented in order to thoroughly understand the present application, but not to limit the present application.

[0034] The term "and / or", merely describes an associated relationship, which means that there can be three relationships, for example, A and / or B, which means that there are three cases: A alone, A and B together, and B alone. In addition, the character " / " in this paper generally represents an "or" relationship between the front and rear associated objects. In addition, "multiple" in this paper means two or more than two. In addition, the term "at least one" in this paper means any one of the plurality or any combination of at least two of the plurality, for example, including at least one of A, B and C, which means including any one or more elements selected from the set consisting of A, B and C.

[0035] Please refer to Figure 1 , Figure 1 is a flowchart of an embodiment of the road congestion relieving method of the present application. Specifically, the method can include the following steps:

[0036] Step S110: obtaining current traffic data of a target road section currently in congestion.

[0037] Wherein, the target road section includes a first sub-road section, the current traffic data includes the current traffic data of the first sub-road section, the first sub-road section is an elevated ramp, and vehicles can leave the elevated road and enter the ground road through the elevated ramp. The current traffic data of the first sub-road section represents the data of the vehicle currently driving on the first sub-road section.

[0038] Step S120: obtaining a first congestion relieving time of the first sub-road section using the current traffic data of the first sub-road section.

[0039] Wherein, the first congestion relieving time represents the time required for the first sub-road section to relieve congestion, and the congestion relief means that the first sub-road section changes from a state of existing congestion to a state of non-existing congestion. The data of the vehicle currently driving on the first sub-road section can reflect the driving situation of the vehicle on the first sub-road section under the current congestion, and the current traffic data can determine the time required for the first sub-road section to relieve the current congestion.

[0040] Step S130: determining the current signal cycle of the associated intersection of the target road section based on the first congestion relieving time.

[0041] It should be noted that the associated intersection is the first intersection of the target road section, and the vehicle on the target road section can reach the associated intersection by driving forward according to the driving direction of the target road section. The traffic signal of the associated intersection can control whether the vehicle can continue to drive and leave the target road section.

[0042] When there is congestion on the target road section, the current traffic signal of the associated intersection in the driving direction of the target road section can be a permissive signal or a prohibitive signal. The first congestion relief time can be used to determine the current signal cycle of each direction of the associated intersection, which can be used to control the duration of the current traffic signal of the current associated intersection.

[0043] The current signal cycle can include the duration of the traffic signal in each direction of the associated intersection. The current signal cycle can include the duration of the permissive signal in the driving direction of the target road section. By adjusting the length of the duration, the number of vehicles that can pass through in the driving direction of the target road section at a time can be controlled, thereby adjusting the number of vehicles on the target road section to relieve congestion.

[0044] In a specific application scenario, the traffic signal in the driving direction of the target road section can alternate between permissive and prohibitive. The current traffic data of the target road section where the congestion currently exists can be determined to be acquired at a certain phase according to the above-mentioned alternation, for example, when the traffic signal in the driving direction of the target road section changes to permissive, if there is congestion on the target road section, the current traffic data of the target road section is acquired for determining the current signal cycle. According to the duration of the permissive signal in the driving direction of the target road section in the current signal cycle, the duration of the current permissive signal is controlled, so as to adjust the traffic signal in time according to the congestion of the target road section to relieve the congestion in time when the congestion occurs. Then, when the traffic signal in the driving direction of the target road section changes to permissive again, if there is still congestion on the target road section, the current traffic data of the target road section can be acquired again to relieve the congestion.

[0045] In some embodiments, the step of acquiring the current traffic data can also be performed at other phases, and the time of performing the step can be determined according to user needs.

[0046] Step S140: adjusting the current traffic signal of the associated intersection by using the current signal cycle.

[0047] By calculating the first congestion relief time, the congestion of the first sub-road section is quantified, and the current traffic signal of the associated intersection when there is congestion is controlled according to the congestion of the road section to accurately relieve the congestion of the target road section.

[0048] The above scheme, when congestion exists on the target road segment, uses the current traffic data of the first sub-segment to obtain the first congestion relief time for the first sub-segment. The current traffic data of the first sub-segment represents the data of vehicles traveling on the first sub-segment, which is the elevated off-ramp. Therefore, based on the vehicle travel data on the elevated off-ramp, the first congestion relief time that can measure the congestion situation on the elevated off-ramp can be obtained, and the congestion situation on the elevated off-ramp can be quantified. Based on the quantified indicators of the congestion situation, the signal cycle of the associated intersection of the target road segment is determined, so as to achieve precise adjustment of the congestion on the elevated off-ramp.

[0049] Please see Figure 2 , Figure 2 This is a flowchart illustrating another embodiment of the traffic congestion mitigation method for this application. Specifically, the method may include the following steps:

[0050] Step S210: Obtain the current traffic data of the target road segment where there is congestion.

[0051] The target road segment includes a first sub-segment and a second sub-segment that is connected to the first sub-segment in terms of traffic flow. Vehicles on the first sub-segment can travel to the second sub-segment, and vice versa. The current traffic data for the target road segment includes the current traffic data for both the first and second sub-segments, representing the data on vehicle travel on the first and second sub-segments, respectively. It also includes the associated traffic data between the first and second sub-segments.

[0052] Furthermore, current traffic data includes, but is not limited to, current queue length, current regulation rate parameter, and parameters related to predicted passage time. The current regulation rate parameter is an inherent attribute of the ramp segment and can be calculated. The parameters related to predicted passage time are used to determine the predicted passage time, which represents the time required for a vehicle to pass through the first sub-segment under the current congestion conditions.

[0053] In some embodiments, the second sub-segment can be an underpass intersection segment, or a ground segment under the elevated road and before the associated intersection.

[0054] In some embodiments, before obtaining the current traffic data of the target road segment, the device first detects whether there is congestion on the target road segment. If congestion is found, the device can perform subsequent steps to alleviate the congestion on the target road segment.

[0055] Specifically, determining whether the target road section is congested can be achieved by determining whether the first sub-road section is congested, determining whether the second sub-road section is congested, and determining whether a preset congestion condition is met. The preset congestion condition includes at least one of being in a preset time period and the target road section having a preset traffic phenomenon.

[0056] Further, the preset time can be set by the user according to actual needs, for example, a traffic peak period. The preset traffic phenomenon can include, but is not limited to, overflow and deadlock.

[0057] In some embodiments, whether the first sub-road section is congested can be achieved by obtaining a queuing length of the first sub-road section, determining whether the queuing length exceeds a preset threshold, and if so, considering that the first sub-road section is congested.

[0058] In some embodiments, whether the second sub-road section is congested can be determined by obtaining a second congestion relief time of the second sub-road section and determining whether the second congestion relief time exceeds a preset threshold. In a specific application scenario, the second congestion relief time of the second sub-road section is obtained by using a calculation method of delay time of an intersection road section, including fixed delay, parking delay, queuing delay, and approach delay.

[0059] Please refer to Figure 3 , Figure 3 is a schematic diagram of an embodiment of the target road section of the present application.

[0060] Figure 3 The target road section composed of an elevated ramp (the first sub-road section) and an elevated intersection (the second sub-road section) is given in the above table. When vehicles on the two sub-road sections change lanes to the other sub-road section at the weaving section of the elevated ramp and the elevated intersection, traffic conflicts can occur.

[0061] Step S220: obtaining a first congestion relief time of the first sub-road section by using current traffic data of the first sub-road section, obtaining a second congestion relief time of the second sub-road section by using current traffic data of the second sub-road section, and obtaining a conflict relief time of the first sub-road section and the second sub-road section by using associated traffic data.

[0062] It can be understood that, due to the traffic correlation between the first sub-road section and the second sub-road section, the first sub-road section and the second sub-road section can have an interweaving section, in which vehicles on the first sub-road section can drive onto the second sub-road section, and vehicles on the second sub-road section can drive onto the first sub-road section. The driving of the two parts of vehicles will interfere with each other and cause delay in the vehicle traffic of the target road section, so when determining the target congestion relief time of the target road section, the time required to relieve the above traffic conflict should also be considered. Therefore, in order to determine the target congestion relief time of the target road section, the first congestion relief time and the second congestion relief time of the first sub-road section and the second sub-road section respectively need to be considered, and the conflict relief time between the two also needs to be considered.

[0063] According to the current traffic data of the first sub-road section, the relief time under the current congestion condition of the first sub-road section can be predicted to obtain the first congestion relief time. Similarly, according to the current traffic data of the second sub-road section, the relief time under the current congestion condition of the second sub-road section can be predicted to obtain the second congestion relief time. The associated traffic data represents the data of vehicles driving between the two sub-road sections, and the conflict relief time can be predicted according to the associated traffic data to obtain the conflict relief time.

[0064] In some embodiments, the first congestion relief time of the first sub-road section can be obtained by adjusting the predicted passing time using the current adjustment rate parameter, and obtaining the first congestion relief time based on the ratio of the current queue length to the adjusted predicted passing time, wherein the predicted passing time is determined based on the related parameters of the predicted passing time.

[0065] In some embodiments, the related parameters of the predicted passing time are the current travel speed, and the predicted passing time is obtained based on the ratio of the length of the first sub-road section to the current travel speed.

[0066] It should be noted that, if the current congestion is the first congestion, the current adjustment rate parameter is a preset initial value, and if the current congestion is not the first congestion, the current adjustment rate parameter is determined based on the current traffic data, the traffic data of the last congestion, and the interval time length between the last congestion and the current congestion.

[0067] It can be understood that the current traffic data can be obtained by a detection device, such as a radar, an electronic camera, etc.

[0068] In a specific application scenario, the first congestion relief time of the first sub-road section can be obtained by the following formula:

[0069]

[0070] wherein, T QT1(q, l, v, r) = q + l / v + r, where T1 represents the first congestion relief time of the first sub-link, q represents the current queue length, l represents the first sub-link length, v represents the current travel speed of vehicles on the first sub-link, and r represents the current regulation rate parameter. The current queue length, the current travel speed of vehicles on the first sub-link, the first sub-link length, etc. can be obtained by relevant measuring devices.

[0071] The current regulation rate parameter can be obtained by the following formula:

[0072]

[0073] where r(i) represents the regulation rate parameter of the i-th congestion time, T1max represents the maximum queue length allowed by the first sub-link, d(i-1) represents the ramp demand at the i-1-th congestion, and T represents the interval time before two congestions. The maximum queue length allowed by the first sub-link and the ramp demand at the i-1-th congestion can be obtained by relevant measuring devices. Thus, the following formula can be obtained:

[0074]

[0075] Step S230: determining a target congestion relief time of the target link based on the first congestion relief time, the second congestion relief time, and the conflict relief time.

[0076] Specifically, the sum of the first congestion relief time, the second congestion relief time, and the conflict relief time can be taken as the target congestion relief time of the target link.

[0077] In some embodiments, the first congestion relief time, the second congestion relief time, and the conflict relief time can also be given respective weights, and a weighted sum is performed to obtain the target congestion relief time of the target link.

[0078] In a specific application scenario, the target congestion relief time can be obtained by the following formula:

[0079] T = T1 + T2 + T3 Q + D + R

[0080] where T represents the target congestion relief time, T1 represents the first congestion relief time of the first sub-link, T2 represents the second congestion relief time of the second sub-link, and T3 represents the conflict relief time. Q T1 represents the first congestion relief time of the first sub-link, D T2 represents the second congestion relief time of the second sub-link, R T3 represents the conflict relief time.

[0081] Step S240: determining a traffic signal duration of the associated intersection in the traffic direction of the target link by using the target congestion relief time.

[0082] The adjustment of the signal duration of the associated intersection in the direction of the target road section can affect the number of vehicles that can travel out of the target road section in a signal cycle. The target congestion relief time is predicted based on the current congestion situation and reflects the travel time required for the current congestion of the target road section to be relieved, and can be used to determine the signal duration of the associated intersection in the direction of the target road section, so that the signal duration can be changed according to the congestion situation to more accurately relieve the congestion of the target road section.

[0083] In some embodiments, based on the target congestion relief time, the signal duration of the associated intersection in the direction of the target road section and the signal cycle duration of the associated intersection in other directions can be determined.

[0084] Further, the signal cycle duration of the associated intersection in other directions can be determined by the total signal cycle duration of the associated intersection, the signal duration of the associated intersection in the direction of the target road section, and the difference therebetween. The total signal cycle duration of the associated intersection can be calculated by using a signal timing method of the associated intersection.

[0085] In a specific application scenario, the total signal cycle duration of the associated intersection is calculated by using a webster timing method, and the calculation is as follows:

[0086]

[0087] Wherein, C represents the total signal cycle duration of the associated intersection, L represents the loss time of other directions except the direction of the target road section, Y is the traffic flow ratio of other directions except the direction of the target road section, and k is the parking compensation parameter. The loss time of other directions and the traffic flow ratio of other directions can be obtained based on relevant traffic data. The parking compensation parameter can be adjusted according to actual situation. Further, the signal cycle duration of the associated intersection in other directions can be obtained by the following formula:

[0088]

[0089] Wherein, T represents the target congestion relief time, and C' represents the signal cycle duration of the associated intersection in other directions.

[0090] Step S250: adjusting the current traffic signal of the associated intersection by using the current signal cycle.

[0091] The signal period comprises the allowed passing signal time length of each direction of the associated intersection, and the signal light of each direction of the associated intersection is controlled by using the time length, so that the vehicle passing of each direction of the associated intersection can be controlled, and the number of vehicles that can pass once in the passing direction of the target road section is controlled, so as to accurately relieve the congestion of the target road section.

[0092] Please refer to Figure 4 , Figure 4 is a flowchart of another embodiment of step S240 of the present application. Specifically, step S240 can include the following steps:

[0093] Step S441: Determine whether the target congestion relief time exceeds a preset threshold.

[0094] The preset threshold can be an upper limit set in advance for the passing signal of the passing direction of the target road section. The preset threshold can be adjusted according to user needs.

[0095] If the target congestion relief time exceeds the preset threshold, step S442 is performed to determine that the passing signal time length of the passing direction of the target road section is the preset threshold, and if the target congestion relief time does not exceed the preset threshold, step S443 is performed to set the target congestion relief time as the passing signal time length of the passing direction of the target road section.

[0096] Step S442: Determine that the passing signal time length of the passing direction of the target road section of the associated intersection is the preset threshold.

[0097] Step S443: Determine that the passing signal time length of the passing direction of the target road section of the associated intersection is the target congestion relief time.

[0098] Please refer to Figure 5 , Figure 5 is a flowchart of another embodiment of step S220 of the present application. Specifically, step S220 can include the following steps:

[0099] Step S521: According to the lane changing length and speed of the lane changing vehicle, the lane changing delay time and overlapping delay time of all lane changing vehicles are obtained.

[0100] It can be understood that if the vehicle in the vehicle queue of the target road section changes lanes, it will affect the driving of the vehicle behind it, so that the vehicle lane changing will increase the delay time, which refers to the delay time caused by passing. The traffic conflict between the first sub-road section and the second sub-road section includes the lane changing of the vehicle between the first sub-road section and the second sub-road section, so that the conflict relief time obtaining step can include obtaining the delay time caused by the lane changing of the vehicle between the first sub-road section and the second sub-road section, for predicting the target congestion relief time.

[0101] The associated traffic data can include a lane-changing length and a vehicle speed of a lane-changing vehicle between the first sub-road section and the second sub-road section.

[0102] In a specific application scenario, the step of obtaining the current traffic data of the target road section currently experiencing congestion can be performed when a signal in a traffic direction of the target road section changes to a traffic signal. The current traffic data includes the associated traffic data, which includes the lane-changing length and the vehicle speed of the lane-changing vehicle between the first sub-road section and the second sub-road section, and can include the lane-changing length and the vehicle speed of each lane-changing vehicle during a period from when the congestion on the target road section starts to when the step of obtaining is performed.

[0103] The lane-changing delay time of all the lane-changing vehicles represents a total delay time caused by lane-changing of all the lane-changing vehicles, which can be obtained by summing up the respective delay times of the lane-changing vehicles.

[0104] It should be noted that in some cases, multiple vehicles perform lane-changing, but they jointly cause the same delay, for example, A vehicle and B vehicle in the same lane queue jointly change lanes to the right lane, at which time A vehicle and B vehicle jointly cause only one same delay, or A vehicle changes lanes across two lanes, and B vehicle changes lanes across one lane within the lane-changing range of A vehicle, and the like. The overlapping delay time can represent overlapping between the lane-changing delay times of different lane-changing vehicles. Therefore, after the lane-changing delay time of all the lane-changing vehicles is calculated, the overlapping delay time is subtracted, and the conflict resolution time can be obtained.

[0105] In some embodiments, the step of obtaining the lane-changing delay time of all the lane-changing vehicles includes summing up ratios of the lane-changing length to the vehicle speed of each lane-changing vehicle to obtain the lane-changing delay time of all the lane-changing vehicles.

[0106] In a specific application scenario, the lane-changing delay time of all the lane-changing vehicles can be obtained by the following formula:

[0107]

[0108] wherein T' represents the lane-changing delay time of all the lane-changing vehicles, li represents the lane-changing length of the i-th lane-changing vehicle, vi represents the vehicle speed of the i-th lane-changing vehicle, and n represents the total number of the lane-changing vehicles. i li represents the lane-changing length of the i-th lane-changing vehicle, vi represents the vehicle speed of the i-th lane-changing vehicle, and n represents the total number of the lane-changing vehicles. i li represents the lane-changing length of the i-th lane-changing vehicle, vi represents the vehicle speed of the i-th lane-changing vehicle, and n represents the total number of the lane-changing vehicles.

[0109] In some embodiments, in combination with Figure 3 The lane-changing length of the lane-changing vehicle should be less than 1 / 2 of a square sum of the interlaced section length and the intersection width.

[0110] Step S522: obtaining the conflict resolution time according to a difference between the lane-changing delay time of all the lane-changing vehicles and the overlapping delay time.

[0111] The overlap delay time can represent the overlap between the lane-changing delay times of different lane-changing vehicles. The lane-changing delay time of all lane-changing vehicles is calculated for each lane-changing vehicle respectively, and then the overlap in the delay time caused by the lane-changing behavior is subtracted, so that the delay time caused by the lane-changing conflict, i.e., the conflict resolution time, can be obtained.

[0112] It should be noted that during the lane-changing process, there can be various forms of overlap of delay time, such as the example in the foregoing, A vehicle and B vehicle in the same lane queue change lanes to the right lane together, at which time A vehicle and B vehicle only jointly cause one same delay; or A vehicle changes lanes across two lanes, and B vehicle changes lanes across one lane within the lane-changing range of A vehicle, etc. The calculation methods of the overlap time in different forms are different, so the calculation of the overlap delay time can be performed according to the form of the overlap.

[0113] Further, all lane-changing vehicles include a plurality of first lane-changing groups and / or a plurality of second lane-changing groups. The overlap delay time includes a first overlap time corresponding to the plurality of first lane-changing groups and / or a second overlap time corresponding to the plurality of second lane-changing groups.

[0114] The first overlap time corresponding to the plurality of first lane-changing groups can be obtained based on the respective overlap times of the first lane-changing groups, and the second overlap time corresponding to the plurality of second lane-changing groups can be obtained based on the respective overlap times of the second lane-changing groups.

[0115] It can be understood that, among all lane-changing vehicles, the lane-changing vehicles satisfying a first time condition can be taken as a first lane-changing group, and the lane-changing vehicles satisfying a second time condition and a position condition can be taken as a second lane-changing group. The first time condition is a discrimination condition for one form of overlap of delay time, and the second time condition and the position condition are discrimination conditions for another form of overlap of delay time. The overlap times of different types of lane-changing groups can be calculated according to the forms of overlap for the first lane-changing group and the second lane-changing group respectively.

[0116] In some embodiments, for each lane-changing group, the overlap time corresponding to the lane-changing group is obtained according to the number of lane-changing vehicles in the lane-changing group, the lane-changing length, and the vehicle speed, the first overlap time is obtained using the overlap times corresponding to all first lane-changing groups, and the second overlap time is obtained using the overlap times corresponding to all second lane-changing groups.

[0117] In some embodiments, the first time condition can include a time correlation during the lane changing of the lane changing vehicles. All the lane changing vehicles in a first lane changing group satisfy the time correlation during the lane changing. The time correlation during the lane changing can include that the lane changing start time is within a certain time range and the lane changing end time is within a certain time range. The lane changing vehicles in a first lane changing group, which satisfy the first time condition, can be considered as changing lanes approximately at the same time, and can be considered as jointly causing a same delay time, so only the delay time of one of the lane changing vehicles needs to be calculated, and the delay times of the other lane changing vehicles overlap with the delay time.

[0118] In some embodiments, the second time condition can include that the lane changing period of the lane changing vehicles in a second lane changing group contains the lane changing period of a target lane changing vehicle. The position condition includes that the target start and end positions of the target lane changing vehicle contain the start and end positions of the lane changing vehicles in the second lane changing group. The target lane changing vehicle is not included in the second lane changing group, and each second lane changing group corresponds to a respective target lane changing vehicle. The lane changing period of the lane changing vehicle containing the lane changing period of the target lane changing vehicle can include that the lane changing start time is after the target lane changing start time of the target lane changing vehicle and the lane changing end time is before the target lane changing end time of the target lane changing vehicle. The target start and end positions containing the start and end positions of the lane changing vehicles can be determined by comparing the lanes crossed by the lane changing vehicles during the lane changing period and the lanes crossed by the target lane changing vehicle, specifically, the lanes crossed by the lane changing vehicles during the lane changing period are contained in the lanes crossed by the target lane changing vehicle. The lane changing vehicles in a second lane changing group, which satisfy the second time condition and the position condition, can be considered as short-distance lane changing and are contained in the long-distance lane changing of the target lane changing vehicle corresponding to the second lane changing group, so the delay times of the lane changing vehicles in the second lane changing group are actually overlapped with the delay time of the target lane changing vehicle, and there is no need to repeat the calculation, and only the delay time of the target lane changing vehicle needs to be calculated.

[0119] In a specific application scenario, the conflict resolution time can be obtained by the following formula:

[0120]

[0121] The above formula includes three summation terms, where the first term represents the lane changing delay time of all the lane changing vehicles, the second term represents the first overlap time, and the third term represents the second overlap time.

[0122] wherein T R represents the conflict resolution time, k represents the number of first lane changing groups, w represents the number of lane changing vehicles in each first lane changing group, and l jm represents the lane changing length of the mth vehicle in the jth first lane changing group, v jmvi,j,m represents the speed of the mth vehicle in the jth first lane-changing group. y represents the number of second lane-changing groups, and q represents the number of lane-changing vehicles in each second lane-changing group. w and q should be less than the total number of vehicles on the target road segment, l xp vi,j,m represents the speed of the mth vehicle in the jth first lane-changing group. y represents the number of second lane-changing groups, and q represents the number of lane-changing vehicles in each second lane-changing group. w and q should be less than the total number of vehicles on the target road segment, l xp vi,j,m represents the speed of the mth vehicle in the jth first lane-changing group. y represents the number of second lane-changing groups, and q represents the number of lane-changing vehicles in each second lane-changing group. w and q should be less than the total number of vehicles on the target road segment, l

[0123]

[0124] In a specific application scenario, the target congestion relief time of the target road segment can be obtained by the following formula:

[0125] The target congestion relief time can be used as the duration of the traffic signal in the direction of the target road segment associated with the intersection.

[0126] It should be noted that the traffic signal can include a green light, and in some cases can also include a yellow light. The traffic signal in the direction of the target road segment associated with the intersection can also include signals for the target road segment direction to travel to other directions of the associated intersection. For example, it includes the traffic signals for straight, left turn, and right turn, respectively.

[0127] In some embodiments, in addition to the traffic signal control of the associated intersection being able to affect the congestion of the target road segment, the traffic signal of the adjacent intersection adjacent to the associated intersection can also be controlled to relieve the congestion of the target road segment. Specifically, the duration of the traffic signal of the adjacent intersection in the direction associated with the target road segment and the associated intersection can be controlled. The adjacent intersection can include the intersection that can be reached along the target road segment passing through the associated intersection.

[0128] In some embodiments, the adjacent intersection can also include the intersection adjacent to the associated intersection, so that the vehicle can drive to the target road segment. For example, the second sub-road segment is connected to the associated intersection at one end and to the adjacent intersection at the other end.

[0129] Further, according to the current attribute parameter of the adjacent intersection and the target congestion relief time, the duration of the traffic signal in the direction associated with the target road segment and the associated intersection of the adjacent intersection is obtained.

[0130] The direction associated with the target road segment and the adjacent intersection indicates the direction of the adjacent intersection leading to the target road segment or the target road segment leading to the adjacent intersection through the associated intersection. The duration of the traffic signal obtained by the above method can be used to control the traffic signal in the direction associated with the target road segment of the adjacent intersection, thereby achieving the congestion relief of the target road segment.

[0131] The current attribute parameter is attribute information of the intersection, and can include at least one of a link dissipation rate and an entering rate.

[0132] In a specific application scenario, the passing signal duration of the adjacent intersection in the associated direction of the target link can be obtained by the following formula:

[0133] T B = (1 - a) bT + T o

[0134] T B represents the passing signal duration of the adjacent intersection in the associated direction of the target link, a represents the link dissipation rate, b represents the entering rate from the associated intersection to the adjacent intersection, T represents the target congestion relief time, and T o represents the original parking delay time of the adjacent intersection, which can be determined based on relevant passing data of the adjacent intersection.

[0135] It should be noted that the passing signal duration of the adjacent intersection in the associated direction of the target link should also be less than the upper limit of the preset passing signal duration of the intersection. If the passing signal duration in the associated direction is greater than the preset upper limit, the preset upper limit is used as the passing signal duration in the associated direction.

[0136] In some embodiments, after the congestion relief calculation is completed once, the device can also update the current attribute parameter to obtain an updated attribute parameter, which is used to obtain the passing signal duration of the adjacent intersection in the associated direction of the target link when the congestion exists next time. It should be noted that the feedback neural network pre-stored in the device can be used to update the current attribute parameter after each congestion relief is completed, so that the attribute parameter updated last time can be used for calculation when the congestion relief is performed next time.

[0137] In some embodiments, the current attribute parameter used for each congestion relief and the congestion relief related data obtained can be recorded for a user to determine a reference value interval of the attribute parameter, in which the effect of the congestion relief is good. The effect of the congestion relief can be measured from multiple aspects, such as the number of vehicles passing through the target link in a signal period. After the reference value interval of the attribute parameter is determined, the current attribute parameter can be selected in the reference value interval for each congestion relief in the future, which is used for the passing signal duration calculation of the adjacent intersection in the associated direction of the target link.

[0138] In some embodiments, the current traffic data can be obtained each time when it is determined that there is congestion on the target road section, and the traffic signals of the associated intersection and the adjacent intersection are adjusted based on the current attribute parameter selected in the reference value interval and the current traffic data.

[0139] It should be noted that there is a certain correlation between the traffic condition of each road section and the time, for example, the traffic conditions of the morning peak on weekdays are roughly similar, and the traffic conditions of the off-peak period on non-working days are also similar. For different time periods, the reference traffic data of different time periods can be determined according to the traffic data of different time periods. The reference congestion relief time of each time period can be obtained by using the reference traffic data of the target road section of each time period, so that the reference signal period of the associated intersection in each time period can be determined. When congestion occurs, the traffic signals of the associated intersection are controlled based on the reference signal period in different time periods, so that the calculation process of each congestion can be omitted. Moreover, the reference signal period can also be adjusted periodically to adapt to the changes of the traffic condition.

[0140] In some embodiments, after the reference value interval of the attribute parameter is determined, the reference attribute parameter can be selected from the interval, and the reference traffic signal duration of the direction associated with the target road section of the adjacent intersection in each time period is determined in combination with the reference congestion relief time of each time period. The reference attribute parameters of each time period can be the same or different. The reference traffic signal duration is used to adjust the traffic signals of the direction associated with the target road section of the adjacent intersection.

[0141] Please refer to Figure 6 , Figure 6 is a schematic diagram of the framework of an embodiment of the road section congestion relief device.

[0142] In this embodiment, the road section congestion relief device 60 comprises a first acquisition module 61, a second acquisition module 62, a signal module 63 and an adjustment module 64. The first acquisition module 61 is configured to obtain the current traffic data of the target road section in which there is currently congestion, wherein the target road section comprises a first sub-road section, the current traffic data of the target road section comprises the current traffic data of the first sub-road section, and the first sub-road section is an elevated ramp. The second acquisition module 62 is configured to obtain the first congestion relief time of the first sub-road section by using the current traffic data of the first sub-road section, and the current traffic data of the first sub-road section represents the data of the vehicle driving on the first sub-road section. The signal module 63 is configured to determine the current signal period of the associated intersection of the target road section based on the first congestion relief time. The adjustment module 64 is configured to adjust the current traffic signals of the associated intersection by using the current signal period.

[0143] The current traffic data includes a current queue length, a current adjustment rate parameter, and a related parameter of a predicted passing time. The second obtaining module 62 is configured to obtain the first congestion relieving time of the first sub-road section by using the current traffic data of the first sub-road section, specifically including: adjusting the predicted passing time by using the current adjustment rate parameter, and obtaining the first congestion relieving time based on a ratio of the current queue length to the adjusted predicted passing time, wherein the predicted passing time is determined based on the related parameter of the predicted passing time.

[0144] The related parameter of the predicted passing time is a current travel speed, and the predicted passing time is obtained based on a ratio of a length of the first sub-road section to the current travel speed.

[0145] If the current congestion is the first congestion, the current adjustment rate parameter is a preset initial value, and if the current congestion is not the first congestion, the current adjustment rate parameter is determined based on the current traffic data, traffic data of the last congestion, and an interval duration between the last congestion and the current congestion.

[0146] The target road section includes a second sub-road section that has a traffic association with the first sub-road section. The current traffic data of the target road section further includes current traffic data of the second sub-road section and associated traffic data between the first sub-road section and the second sub-road section. The associated traffic data represents data of a vehicle traveling between the two sub-road sections. The road congestion relieving device 60 further includes a third obtaining module configured to obtain a conflict relieving time of the first sub-road section and the second sub-road section by using the associated traffic data. The signal module 63 is configured to determine a signal cycle of an associated intersection of the target road section based on the first congestion relieving time, specifically including: determining a target congestion relieving time of the target road section based on the first congestion relieving time, a second congestion relieving time of the second sub-road section, and the conflict relieving time, wherein the second congestion relieving time is obtained based on the current traffic data of the second sub-road section; and determining a traffic signal duration of the associated intersection in a traffic direction of the target road section and a signal cycle duration of other directions of the associated intersection by using the target congestion relieving time.

[0147] The signal module 63 is configured to determine the signal cycle duration of the other directions of the associated intersection by using the target congestion relieving time, specifically including: obtaining a total duration of the signal cycle of the associated intersection, and determining the signal cycle duration of the other directions of the associated intersection by using a difference between the total duration and the traffic signal duration of the associated intersection in the traffic direction of the target road section.

[0148] The signal module 63 is configured to determine the signal duration of the target road segment direction of the associated intersection to the target road segment by using the target congestion relief time, and specifically includes: determining whether the target congestion relief time exceeds a preset threshold; in response to the determination result being yes, determining that the signal duration of the target road segment direction of the associated intersection to the target road segment is the preset threshold; and in response to the determination result being no, determining that the signal duration of the target road segment direction of the associated intersection to the target road segment is the target congestion relief time.

[0149] The associated traffic data includes the lane-changing length and speed of the lane-changing vehicle between the first sub-road segment and the second sub-road segment, and the third acquisition module is configured to acquire the conflict relief time of the first sub-road segment and the second sub-road segment by using the associated traffic data, and specifically includes: acquiring the lane-changing delay time and the overlapping delay time of all lane-changing vehicles according to the lane-changing length and speed of the lane-changing vehicle; the overlapping delay time represents the overlap between the lane-changing delay time of different lane-changing vehicles; and the conflict relief time is obtained according to the difference between the lane-changing delay time of all lane-changing vehicles and the overlapping delay time.

[0150] The third acquisition module is configured to acquire the lane-changing delay time of all lane-changing vehicles according to the lane-changing length and speed of the lane-changing vehicle, and specifically includes: summing up the ratio of the lane-changing length to the speed of each lane-changing vehicle to obtain the lane-changing delay time of all lane-changing vehicles; the overlapping delay time includes first overlapping time corresponding to a plurality of first lane-changing groups and / or second overlapping time corresponding to a plurality of second lane-changing groups; the first lane-changing group includes lane-changing vehicles whose lane-changing behaviors satisfy a first time condition, and the second lane-changing group includes lane-changing vehicles whose lane-changing behaviors satisfy a second time condition and a position condition; and the third acquisition module is configured to acquire the overlapping delay time according to the lane-changing length and speed of the lane-changing vehicle, and specifically includes: for each lane-changing group, acquiring the overlapping time corresponding to the lane-changing group according to the number, lane-changing length and speed of the lane-changing vehicle in the lane-changing group; obtaining the first overlapping time by using the overlapping time corresponding to all first lane-changing groups, and / or obtaining the second overlapping time by using the overlapping time corresponding to all second lane-changing groups.

[0151] The first time condition includes time correlation during the lane-changing of the lane-changing vehicle.

[0152] The second lane-changing group corresponds to a target lane-changing vehicle, the second time condition includes that the lane-changing period of the lane-changing vehicle in the second lane-changing group is included in the target lane-changing period of the corresponding target lane-changing vehicle, and the position condition includes that the target start and end position of the target lane-changing vehicle includes the lane-changing start and end position of the lane-changing vehicle in the corresponding second lane-changing group.

[0153] The road section congestion relieving device 60 further comprises an adjacent module configured to obtain a traffic signal duration of a direction associated with the target road section and the adjacent intersection according to a current attribute parameter of the adjacent intersection and a target congestion relieving time, the adjacent intersection being adjacent to the associated intersection, and the current attribute parameter comprising at least one of a road section dissipation rate and an entering rate.

[0154] The road section congestion relieving device 60 further comprises an updating module configured to update the current attribute parameter by using a feedback neural network to obtain an updated attribute parameter, and the updated attribute parameter is used to obtain the traffic signal duration of the direction associated with the target road section and the adjacent intersection after the next congestion occurs.

[0155] The road section congestion relieving device 60 further comprises a reference module configured to obtain a reference value interval of the attribute parameter determined by a user, and the reference value interval is used for subsequent calculation of the traffic signal duration of the direction associated with the target road section and the adjacent intersection during congestion; obtain reference traffic data of the target road section in different time periods; determine a reference signal period of the associated intersection of the target road section in each time period according to the reference congestion relieving time in different time periods, and determine a reference traffic signal duration of the direction associated with the target road section and the adjacent intersection in different time periods according to the reference congestion relieving time in different time periods and a reference attribute parameter of the adjacent intersection, the reference attribute parameter of the adjacent intersection being selected within the reference value interval; in response to the occurrence of congestion in the target road section, adjust the traffic signal of the associated intersection by using the reference signal period, and adjust the traffic signal of the direction associated with the target road section and the adjacent intersection by using the reference traffic signal duration.

[0156] The target road section further comprises a second sub-road section, and the second sub-road section is an elevated intersection road section.

[0157] The road section congestion relieving device 60 further comprises a judgment module configured to judge whether the first sub-road section is congested, whether the second sub-road section is congested, and whether a preset congestion condition is met at present, the preset congestion condition comprising at least one of the current being within a preset time period and the target road section having a preset traffic phenomenon, and determine that the target road section is currently congested in response to the first sub-road section being congested, the second sub-road section being congested, and the preset congestion condition being met at present.

[0158] Please refer to Figure 7 , Figure 7 is a frame schematic diagram of an embodiment of the electronic device.

[0159] In this embodiment, the electronic device 70 comprises a memory 71 and a processor 72, wherein the memory 71 is coupled to the processor 72. Specifically, the various components of the electronic device 70 can be coupled together through a bus, or the processor 72 of the electronic device 70 is connected to the other components one by one. The electronic device 70 can be any device with processing capability, such as a computer, a tablet computer, a mobile phone, etc.

[0160] The memory 71 is used to store program data executed by the processor 72 and data in the process of the processor 72, etc. For example, current access data, etc. The memory 71 comprises a non-volatile storage portion for storing the above-mentioned program data.

[0161] The processor 72 controls the operation of the electronic device 70, and the processor 72 can also be referred to as a CPU (Central Processing Unit). The processor 72 can be an integrated circuit chip with signal processing capability. The processor 72 can also be a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application-Specific Integrated Circuit), an FPGA (Field Programmable Gate Array) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. In addition, the processor 72 can be implemented by multiple integrated circuit chips together.

[0162] The processor 72 executes instructions by calling the program data stored in the memory 71, to implement any of the above-mentioned road congestion mitigation methods.

[0163] Please refer to Figure 8 , Figure 8 which is a frame diagram of an embodiment of the computer readable storage medium of the present application.

[0164] In this embodiment, the computer readable storage medium 80 stores program data 81 executable by the processor, and the program data 81 can be executed to implement any of the above-mentioned road congestion mitigation methods.

[0165] The computer readable storage medium 80 can specifically be a U disk, a mobile hard disk, a ROM (Read-Only Memory), a RAM (Random Access Memory), a magnetic disk or an optical disk, etc. which can store program data, or can also be a server storing the program data, which can send the stored program data to other devices for running, or can also run the stored program data by itself.

[0166] In some embodiments, the computer readable storage medium 80 can also be a memory as shown in Figure 7 .

[0167] The above merely provides the implementation of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation based on the content of the present application specification and drawings, or direct or indirect application in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for congestion mitigation of a road segment, the method comprising: The method comprises: obtaining current traffic data of a target road section currently congested, wherein the target road section comprises a first sub-road section and a second sub-road section having traffic correlation with the first sub-road section, the current traffic data of the target road section comprises current traffic data of the first sub-road section, current traffic data of the second sub-road section, and correlation traffic data between the first sub-road section and the second sub-road section, the correlation traffic data represents data of vehicles traveling between the two sub-road sections, and the first sub-road section is an elevated ramp; obtaining a first congestion relief time of the first sub-road section by using the current traffic data of the first sub-road section, wherein the current traffic data of the first sub-road section represents data of vehicles traveling on the first sub-road section; obtaining a conflict relief time of the first sub-road section and the second sub-road section by using the correlation traffic data; determining a target congestion relief time of the target road section based on the first congestion relief time, a second congestion relief time of the second sub-road section, and the conflict relief time, wherein the second congestion relief time is obtained based on current traffic data of the second sub-road section; determining a traffic signal duration of an associated intersection in a traffic direction of the target road section and a signal cycle duration of other directions of the associated intersection by using the target congestion relief time, so as to serve as a current signal cycle of the associated intersection of the target road section; adjusting a current traffic signal of the associated intersection by using the current signal cycle.

2. The method of claim 1, wherein, The current traffic data comprises a current queue length, a current regulation rate parameter, and related parameters of a predicted passing time, and the obtaining of the first congestion relief time of the first sub-road section by using the current traffic data of the first sub-road section comprises: adjusting the predicted passing time by using the current regulation rate parameter, and obtaining the first congestion relief time based on a ratio of the current queue length to the adjusted predicted passing time, wherein the predicted passing time is determined based on the related parameters of the predicted passing time.

3. The method of claim 2, wherein, The related parameters of the predicted passing time are a current travel speed, and the predicted passing time is obtained based on a ratio of a length of the first sub-road section to the current travel speed. If the current congestion is the first congestion, the current regulation rate parameter is a preset initial value, and if the current congestion is not the first congestion, the current regulation rate parameter is determined based on the current traffic data, traffic data of the last congestion, and an interval duration between the last congestion and the current congestion.

4. The method of claim 1, wherein, The determination of the signal cycle duration of other directions of the associated intersection by using the target congestion relief time comprises: obtaining a total duration of a signal cycle of the associated intersection, and determining the signal cycle duration of other directions of the associated intersection by using a difference between the total duration and the traffic signal duration of the associated intersection in the traffic direction of the target road section. The determination of the traffic signal duration of the associated intersection in the traffic direction of the target road section by using the target congestion relief time comprises: determining whether the target congestion relief time exceeds a preset threshold. in response to the determination result being yes, determining that the passing signal duration of the associated intersection in the passing direction of the target road section is the preset threshold value; in response to the determination result being no, determining that the passing signal duration of the associated intersection in the passing direction of the target road section is the target congestion mitigation time.

5. The method of claim 1, wherein, The associated passing data includes a lane-changing length and a speed of a lane-changing vehicle between the first sub-road section and the second sub-road section, and the obtaining of the conflict mitigation time of the first sub-road section and the second sub-road section by using the associated passing data includes: obtaining, according to the lane-changing length and the speed of the lane-changing vehicle, a lane-changing delay time of all lane-changing vehicles and an overlapping delay time, the overlapping delay time representing overlaps between the lane-changing delay times of different lane-changing vehicles; obtaining, according to a difference between the lane-changing delay time of all lane-changing vehicles and the overlapping delay time, the conflict mitigation time.

6. The method of claim 5, wherein, The obtaining of the lane-changing delay time of all lane-changing vehicles according to the lane-changing length and the speed of the lane-changing vehicle includes: summing up ratios of the lane-changing length to the speed of each lane-changing vehicle to obtain the lane-changing delay time of all lane-changing vehicles; The overlapping delay time includes a first overlapping time corresponding to a plurality of first lane-changing groups and / or a second overlapping time corresponding to a plurality of second lane-changing groups, the first lane-changing group includes a lane-changing vehicle whose lane-changing behavior meets a first time condition, and the second lane-changing group includes a lane-changing vehicle whose lane-changing behavior meets a second time condition and a position condition; and the obtaining of the overlapping delay time according to the lane-changing length and the speed of the lane-changing vehicle includes: for each lane-changing group, obtaining an overlapping time corresponding to the lane-changing group according to a number of lane-changing vehicles in the lane-changing group, the lane-changing length and the speed; obtaining the first overlapping time by using overlapping times corresponding to all first lane-changing groups, and / or obtaining the second overlapping time by using overlapping times corresponding to all second lane-changing groups.

7. The method of claim 6, wherein, The first time condition includes a time correlation during the lane-changing of the lane-changing vehicle; and / or The second lane-changing group corresponds to a target lane-changing vehicle, the second time condition includes that the lane-changing period of the lane-changing vehicle in the second lane-changing group is included in the target lane-changing period of the corresponding target lane-changing vehicle, and the position condition includes that a target start and end position of the target lane-changing vehicle includes a lane-changing start and end position of the lane-changing vehicle in the corresponding second lane-changing group.

8. The method of claim 1, wherein, The method further includes: obtaining, according to a current attribute parameter of a neighboring intersection and the target congestion mitigation time, a passing signal duration of a direction associated with the target road section by the neighboring intersection, the neighboring intersection being adjacent to the associated intersection, and the current attribute parameter including at least one of a road section dissipation rate and an entry rate.

9. The method of claim 8, wherein, The method further includes: updating the current attribute parameter by using a feedback neural network to obtain an updated attribute parameter, the updated attribute parameter being used to obtain the passing signal duration of the direction associated with the target road section by the neighboring intersection after the next congestion occurs; and / or the method further includes: Obtain a reference value interval of the attribute parameter determined by the user, which is used for subsequent congestion to calculate the traffic signal duration of the direction associated with the target road segment at the adjacent intersection; Obtain the reference congestion relief time of different time periods by using the reference traffic data of the target road segment in different time periods; Determine the reference signal period of the associated intersection of the target road segment in each time period according to the reference congestion relief time of different time periods, and Determine the reference traffic signal duration of the direction associated with the target road segment at the adjacent intersection in different time periods according to the reference congestion relief time of different time periods and the reference attribute parameter of the adjacent intersection, and the reference attribute parameter of the adjacent intersection is selected within the reference value interval; In response to the occurrence of congestion on the target road segment, adjust the traffic signal of the associated intersection by using the reference signal period, and adjust the traffic signal of the direction associated with the target road segment at the adjacent intersection by using the reference traffic signal duration.

10. The method of claim 1, wherein, The target road segment further comprises a second sub-road segment, and the second sub-road segment is a high-below intersection road segment, and / or The method further comprises: Determine whether the first sub-road segment is congested, whether the second sub-road segment is congested, and whether the preset congestion condition is met at present, wherein the preset congestion condition comprises at least one of the following: the current time belongs to a preset time period, and the target road segment has a preset traffic phenomenon; In response to the first sub-road segment being congested, the second sub-road segment being congested, and the preset congestion condition being met at present, it is determined that the target road segment is currently congested.

11. A road segment congestion mitigation device, characterized by, Comprise: A first obtaining module is configured to obtain current traffic data of a target road segment currently congested, wherein the target road segment comprises a first sub-road segment and a second sub-road segment having traffic association with the first sub-road segment, the current traffic data of the target road segment comprises current traffic data of the first sub-road segment, current traffic data of the second sub-road segment, and associated traffic data between the first sub-road segment and the second sub-road segment, the associated traffic data represents data of vehicles traveling between the two sub-road segments, and the first sub-road segment is a high-below ramp; A second obtaining module is configured to obtain a first congestion relief time of the first sub-road segment by using the current traffic data of the first sub-road segment, wherein the current traffic data of the first sub-road segment represents data of vehicles traveling on the first sub-road segment; A signal module is configured to obtain a conflict relief time of the first sub-road segment and the second sub-road segment by using the associated traffic data, determine a target congestion relief time of the target road segment based on the first congestion relief time, a second congestion relief time of the second sub-road segment, and the conflict relief time, wherein the second congestion relief time is obtained based on the current traffic data of the second sub-road segment, and determine a traffic signal duration of a traffic direction of an associated intersection at the target road segment and a signal period duration of other directions of the associated intersection by using the target congestion relief time, as a current signal period of the associated intersection at the target road segment. An adjusting module is configured to adjust the current traffic signal of the associated intersection by using the current signal cycle.

12. An electronic device, comprising: The memory and the processor are coupled to each other, and the processor is configured to execute program instructions stored in the memory to implement the road congestion mitigation method according to any one of claims 1-10.

13. A computer-readable storage medium having stored thereon program instructions, wherein the program instructions are executable by a computer for causing the computer to carry out the method according to any one of claims 1 to 12. The program instructions, when executed by the processor, implement the road congestion mitigation method according to any one of claims 1-10.

Images