Method, device, equipment and storage medium for alleviating traffic congestion

Abstract

The present invention provides a method, device, equipment and storage medium for alleviating traffic congestion. The method includes: dividing the target area into regions with a target location in the target area as the center to obtain a first region containing the target location and a second region outside the first region; for the first region, controlling the traffic lights at the road intersections in the first region with the goal of maximally releasing vehicles leaving the target location and restricting vehicles heading towards the target location; for the second region, determining a target road section from the road sections it contains, determining a congested road section from the determined target road section, and guiding vehicles in the second region to avoid the congested road section, wherein the target road section is the road section that vehicles pass through when leaving the target location. The method provided by the present invention, based on the zoning, alleviates traffic congestion in the corresponding area by adopting different strategies for areas with different congestion conditions. This method can effectively alleviate traffic congestion generated when a large-scale event ends.

Description

Technical Field

[0001] The present invention relates to the field of traffic management technology, and in particular to a method, device, equipment and storage medium for alleviating traffic congestion. Background Art

[0002] With the gradual improvement of living standards, the continuous strengthening of comprehensive national strength, and the rapid development of urban rail transit, people's demand for cultural and entertainment activities is becoming increasingly higher. Various large-scale cultural and sports events are becoming more and more common in people's daily lives. The holding of these large-scale events inevitably leads to the gathering and dispersal of large-scale passenger flows, posing a certain test to the evacuation capacity of urban transportation.

[0003] Large-scale events have a large passenger flow and concentrated gathering and dispersion time. If the traffic congestion at the end of a large-scale event cannot be alleviated well, the congestion caused by the large-scale event will spread to the surrounding areas, which will have a great impact on the city’s traffic conditions and even lead to safety accidents. How to alleviate the traffic congestion at the end of a large-scale event is an urgent problem that needs to be solved. Summary of the Invention

[0004] In view of this, the present invention provides a method, device, equipment and storage medium for alleviating traffic congestion, which are used to alleviate traffic congestion at the end of a large-scale event. The technical solution is as follows:

[0005] A method for alleviating traffic congestion, comprising:

[0006] Taking a target location in the target area as a center, dividing the target area into regions to obtain a first region including the target location and a second region outside the first region;

[0007] For the first area, controlling traffic lights at road intersections in the first area with the goal of maximizing the number of vehicles leaving the target location and restricting the number of vehicles heading toward the target location;

[0008] For the second area, a target section is determined from the sections included in the second area, a congested section is determined from the determined target sections, and vehicles in the second area are guided to avoid the congested section, wherein the target section is the section that the vehicle passes through when leaving the target location.

[0009] Optionally, dividing the target area with the target place in the target area as the center to obtain a first area including the target place and a second area outside the first area includes:

[0010] Taking the target location as the center and radiating outwards according to a first preset number of road intersections, a first area including the target location is obtained;

[0011] Taking the target location as the center and radiating outward from a second preset number of road intersections, a third area including the target location is obtained, wherein the second preset number is greater than the first preset number;

[0012] An area of ​​the third area excluding the first area is determined as a second area.

[0013] Optionally, controlling the traffic lights at the road intersections in the first area with the goal of maximally releasing vehicles leaving the target location and restricting vehicles heading toward the target location includes:

[0014] For each road intersection in the first area:

[0015] Determining a green-to-green ratio of traffic lights at the road intersection with the goal of maximizing the number of vehicles leaving the target location and restricting the number of vehicles heading toward the target location, wherein the green-to-green ratio of traffic lights includes green-to-green ratios corresponding to respective set phases, each of which is a phase set based on traffic conditions at the end of an event at the target location;

[0016] Based on the set phases, the phase sequences of the set phases and the green-to-signal ratio of the signal lights at the road intersection, the signal lights at the road intersection are controlled.

[0017] Optionally, the set phases include:

[0018] Phase 1: Release vehicles from the first direction to the second direction, the third direction, and the fourth direction, where the first direction is the direction of the target location;

[0019] Second phase: allowing vehicles from the second direction to the first direction, the third direction, and the fourth direction;

[0020] Phase 3: allowing vehicles from the second direction to the third direction and the fourth direction;

[0021] Phase 4: vehicles traveling from the third direction to the fourth direction, and vehicles traveling from the fourth direction to the third direction, are allowed to pass;

[0022] Phase 5: allowing vehicles from the third party heading towards the first direction, and vehicles from the fourth direction heading towards the first direction;

[0023] Phase 6: vehicles traveling from the third direction to the second direction and vehicles traveling from the fourth direction to the second direction are allowed to pass.

[0024] Optionally, determining the green-to-red ratio of the traffic light at the road intersection with the goal of maximally releasing vehicles that leave the target location and restricting vehicles that drive toward the target location includes:

[0025] Determine the green-signal ratio corresponding to the first phase based on the saturated headway and signal light cycle of the road intersection, and the total number of lanes and carrying capacity of three directional road sections intersecting the road intersection, where the three directional road sections are the section in the second direction, the section in the third direction, and the section in the fourth direction;

[0026] Determining the green-to-signal ratios corresponding to the second phase and the fifth phase, respectively, based on the minimum green light duration and the signal light cycle of the road intersection;

[0027] Based on the green-to-signal ratio corresponding to the first phase and the green-to-signal ratio corresponding to the second phase and the fifth phase, the green-to-signal ratio corresponding to the third phase, the fourth phase, and the sixth phase are determined.

[0028] Optionally, determining the target road segment from the road segments included in the second area includes:

[0029] For each road segment included in the second area:

[0030] Calculating the distance between the starting point of the road segment and the target location as a first distance, and calculating the distance between the end point of the road segment and the target location as a second distance;

[0031] Based on the first distance and the second distance, it is determined whether the road segment is a target road segment.

[0032] Optionally, determining whether the road section is a target road section based on the first distance and the second distance includes:

[0033] calculating a distance difference between the second distance and the first distance, and calculating a ratio of the distance difference to the first distance;

[0034] If the ratio of the distance difference to the first distance is greater than or equal to a set first threshold, determining the road section as a target road section;

[0035] If the ratio of the distance difference to the first distance is smaller than the first threshold, it is determined that the road section is not a target road section.

[0036] Optionally, determining a congested road section from the determined target road sections includes:

[0037] Obtain the real-time traffic flow and the maximum number of vehicles on each target road section;

[0038] For each target road section, calculate the ratio of the actual traffic volume of the target road section to the maximum number of vehicles that the target road section can carry, and use this ratio as the real-time carrying capacity of the target road section.

[0039] A congested road section is determined from the target road sections according to the real-time load carrying rates corresponding to the target road sections respectively.

[0040] Optionally, guiding the vehicles in the second area to avoid the congested road section includes:

[0041] Planning an alternative route for a target vehicle in the second area, wherein the target vehicle is a vehicle whose driving route includes the congested road section, and the alternative route does not include the congested road section;

[0042] Directly push the alternative route to the target vehicle;

[0043] Alternatively, the acceptability of the alternative route is determined, and if the acceptability of the alternative route is greater than a set second threshold, the alternative route is pushed to the target vehicle.

[0044] Optionally, determining the acceptability of the alternative route includes:

[0045] Calculating the time difference between the total time taken to travel the alternative route and the total time taken to travel the route;

[0046] The ratio of the time difference to the total time of the driving route is calculated as the acceptability of the alternative route.

[0047] A device for alleviating traffic congestion, comprising: a region division module, a first region traffic congestion alleviating module, and a second region traffic congestion alleviating module;

[0048] The area division module is configured to divide the target area into regions with the target location in the target area as the center, so as to obtain a first region including the target location and a second region outside the first region;

[0049] The first-area traffic congestion relief module is configured to control traffic lights at road intersections in the first area with the goal of maximizing the number of vehicles leaving the target location and restricting the number of vehicles heading towards the target location;

[0050] The second-area traffic congestion relief module is used to determine a target road section from the road sections included in the second area, determine a congested road section from the determined target road sections, and guide vehicles in the second area to avoid the congested road section, wherein the target road section is the road section that the vehicle passes through when leaving the target place.

[0051] A processing device comprising: a memory and a processor;

[0052] The memory is used to store programs;

[0053] The processor is used to execute the program to implement each step of any of the above methods for alleviating traffic congestion.

[0054] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements each step of any of the above-mentioned methods for alleviating traffic congestion.

[0055] The method, device, equipment and storage medium for alleviating traffic congestion provided by the present invention first divide the target area into regions with the target place in the target area as the center. After obtaining a first region containing the target place and a second region outside the first region through regional division, different strategies are adopted for the first region and the second region to alleviate traffic congestion. Specifically, for the first region, the traffic lights at the road intersections in the first region are controlled with the goal of maximally releasing vehicles leaving the target place and restricting vehicles heading towards the target place. For the second region, the target section is determined from the sections it contains, and the congested section is determined from the determined multiple target sections, so as to guide vehicles in the second region to avoid the congested section. Taking into account that the first area is the most congested when the activity at the target venue ends, the present invention forcibly controls the vehicles in the first area, that is, controls the traffic lights to release the vehicles leaving the target venue to the greatest extent, and restricts the vehicles heading towards the target venue, thereby alleviating the traffic congestion in the first area. Taking into account that the vehicles entering the second area have begun to disperse and the available driving options have become more, the present invention flexibly controls the vehicles in the second area, that is, alleviates the traffic congestion in the second area by guiding the vehicles to avoid congested sections. The method for alleviating traffic congestion provided by the present invention can effectively alleviate traffic congestion when a large-scale activity ends in a relatively short period of time. BRIEF DESCRIPTION OF THE DRAWINGS

[0056] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are merely embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0057] Figure 1 A schematic flow chart of a method for alleviating traffic congestion provided by an embodiment of the present invention;

[0058] Figure 2A schematic diagram of a process for dividing a target area into regions with a target location as the center, to obtain a first region including the target location and a second region outside the first region, provided in an embodiment of the present invention;

[0059] Figure 3 A schematic diagram of a first area and a second area obtained by dividing a target area according to an embodiment of the present invention;

[0060] Figure 4 A schematic diagram of a flow chart of controlling traffic lights at a road intersection in a first area with the goal of maximizing the number of vehicles leaving a target location and restricting the number of vehicles heading toward the target location, provided by an embodiment of the present invention;

[0061] Figure 5 A schematic diagram of the phase and phase sequence of a signal light provided by an embodiment of the present invention;

[0062] Figure 6 A schematic diagram of a process for determining the green-to-red ratio of traffic lights at a road intersection, provided by an embodiment of the present invention, with the goal of maximizing the number of vehicles leaving a target location and restricting the number of vehicles heading toward the target location;

[0063] Figure 7 A schematic diagram showing the distances between the starting point and the end point of a road segment and a target location, respectively, provided in an embodiment of the present invention;

[0064] Figure 8 A schematic structural diagram of a device for alleviating traffic congestion provided by an embodiment of the present invention;

[0065] Figure 9 A schematic diagram of the structure of a processing device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0066] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0067] In the process of implementing this case, the inventors of this case discovered that there are currently some solutions to the traffic congestion at the end of large-scale events. These methods include: traffic congestion relief methods based on passenger transport organization, traffic congestion relief methods based on driving organization, and traffic congestion relief methods based on public transportation organization.

[0068] The method of alleviating traffic congestion based on passenger transport organization is to place passenger flow diversion and passenger flow control signs in advance according to the ending time of large-scale events before the arrival of large passenger flows, arrange employees in various positions to take up their posts, and guide passenger flows at key points such as passenger flow control points and platforms.

[0069] Traffic congestion relief methods based on traffic organization: according to the specific circumstances of large-scale events, the number of trains on the main line and spare vehicles will be increased. When large-scale events are over, the traffic organization will be adjusted according to the on-site conditions, and large passenger flows will be diverted by adding trains and adjusting train intervals.

[0070] The method of alleviating traffic congestion based on public transportation organization is to coordinate the bus routes around large-scale activities, use vehicles to implement short-line operations on the routes to reserve emergency transport capacity, and improve the bus evacuation capacity of crowded places.

[0071] The inventors of this case have studied the above method and found that the above method requires the investment of multiple human and material resources, requires communication and coordination from multiple parties, and cannot accurately solve the traffic congestion problem at the end of large-scale events.

[0072] In light of the numerous issues with the aforementioned approach, the inventors of this case conducted research and discovered that traffic congestion could be alleviated by adjusting traffic light timing. Specifically, a maximum green light duration could be set for traffic exiting the event venue. However, this maximum green light duration may not be appropriate for the timing of a large-scale event. Furthermore, it can easily lead to a sudden accumulation of vehicles on a particular road section, causing it to exceed its capacity.

[0073] Given that the above-mentioned approach still presents many problems, the inventors of this case continued their research and ultimately proposed a method for alleviating traffic congestion with excellent results. The method for alleviating traffic congestion provided by the present invention can be applied to electronic devices with processing capabilities, such as servers on the network side or terminals used by users. The server can be a single server, a server cluster consisting of multiple servers, or a cloud computing server center. The server can include a processor, memory, and network interface, etc. The terminal can be, but is not limited to, a PC, a laptop, a smartphone, etc.

[0074] Next, the method for alleviating traffic congestion provided by the present invention is introduced through the following embodiments.

[0075] See also Figure 1 , which shows a flow chart of a method for alleviating traffic congestion provided by an embodiment of the present invention. The method may include:

[0076] Step S101: taking a target location in the target area as a center, dividing the target area into regions to obtain a first region including the target location and a second region outside the first region.

[0077] The target area is a focus area, which is the area affected when the activity at the target venue ends. In the embodiment of the present invention, the target area is divided into multiple areas with different congestion levels based on the congestion situation, with the target venue as the center.

[0078] Exemplarily, the target area can be divided into three layers with the target place as the center to obtain an inner area including the target place, a middle area outside the inner area, and an outer area outside the middle area. Among them, the inner area has the highest congestion level, the middle area has the second highest congestion level, and the outer area has the lowest congestion level. The inner area is taken as the first area and the middle area is taken as the second area.

[0079] Step S102a: For the first area, the traffic lights at the road intersections in the first area are controlled with the goal of maximally releasing vehicles that leave the target location and restricting vehicles that drive toward the target location.

[0080] When a large-scale event is held, a large number of vehicles will gather around the target venue or in the underground parking lot. When entering the event, vehicles will gather from outside the target venue to the target venue at any time, either early or late, and the sources of vehicles entering the venue are very scattered. Therefore, the vehicles entering the venue are usually not very congested. In addition, the means of controlling the entry of discrete vehicles are very limited, and it is difficult to achieve accurate processing. Therefore, the present invention does not control the vehicles entering the large-scale event, but only controls the vehicles at the end of the event at the target venue.

[0081] Considering that the first area is the most congested when the activities at the target venue are over, the present invention adopts a strong control strategy to control the vehicles in the first area to quickly and effectively alleviate the traffic congestion in the first area. Specifically, with the goal of maximizing the release of vehicles leaving the target venue and restricting vehicles heading towards the target venue, the traffic lights at the road intersections in the first area are controlled to achieve strong control of the vehicles in the first area.

[0082] Step S102b: for the second area, determine a target road section from the road sections included in the second area, determine a congested road section from the determined target road sections, and guide vehicles in the second area to avoid the congested road section.

[0083] The target road section is the road section that the vehicle passes through when leaving the target location.

[0084] Taking into account that vehicles entering the second area have begun to disperse and there are more options for driving, the present invention adopts a flexible control strategy to control vehicles in the second area to alleviate traffic congestion in the second area. Specifically, the section through which the vehicle leaves the target location is determined from the sections included in the second area, that is, the target section, and then the congested section is determined from the determined target sections, thereby guiding vehicles in the second area to avoid the congested section.

[0085] The method for alleviating traffic congestion provided by an embodiment of the present invention first divides the target area into regions centered on a target location. After the region division results in a first region containing the target location and a second region outside the first region, different strategies are employed to alleviate traffic congestion in the first and second regions. Specifically, for the first region, traffic lights at intersections in the first region are controlled with the goal of maximizing the release of vehicles leaving the target location and restricting vehicles approaching the target location. For the second region, target road sections are determined from the road sections it contains, and congested road sections are determined from the determined target road sections, thereby guiding vehicles in the second region to avoid the congested road sections. Considering that the first region is most congested after the event at the target location ends, the embodiment of the present invention implements mandatory control of vehicles in the first region, i.e., controlling traffic lights to maximize the release of vehicles leaving the target location and restricting vehicles approaching the target location, thereby alleviating traffic congestion in the first region. Considering that vehicles entering the second region have begun to disperse and have more travel options, the present invention implements flexible control of vehicles in the second region, i.e., guiding vehicles to avoid congested road sections to alleviate traffic congestion in the second region. The method for alleviating traffic congestion provided by the embodiment of the present invention can control the traffic congestion area more accurately, thereby effectively alleviating traffic congestion at the end of a large-scale event in a shorter period of time. In addition, compared with the existing method for alleviating traffic congestion, the method for alleviating traffic congestion provided by the embodiment of the present invention greatly reduces manpower and material costs.

[0086] In another embodiment of the present invention, “Step S101: dividing the target area with the target place in the target area as the center to obtain a first area including the target place and a second area outside the first area” in the above embodiment is introduced.

[0087] See also Figure 2 , showing a schematic flow diagram of dividing a target area into regions with a target location in the target area as the center to obtain a first region including the target location and a second region outside the first region, which may include:

[0088] Step S201: Taking the target location as the center and radiating outward according to a first preset number of road intersections, a first area including the target location is obtained.

[0089] If the first preset number is P, the first area including the target place is obtained by radiating outward from the target place according to P road intersections with the target place as the center. In one possible implementation method, the P-th road intersection that is passed through when leaving the target place from all directions of the target place can be determined, and the polygonal area including the target place is determined based on the determined road intersections, and the determined polygonal area including the target place is determined as the first area. It should be noted that if multiple polygonal areas including the target place are determined based on the determined road intersections (the P-th road intersection that is passed through when leaving the target place from all directions of the target place), the smallest polygonal area can be determined as the first area. Of course, this embodiment is not limited to this, and any polygonal area including the target place can also be determined as the first area.

[0090] Step S202: Taking the target location as the center, radiate outwards according to a second preset number of road intersections to obtain a third area including the target location.

[0091] The second preset number is greater than the first preset number. For example, the first preset number is 3 and the second preset number is 6.

[0092] If the second preset number is Q, the target place is taken as the center and radiates outward according to Q road intersections to obtain a third area including the target place. In one possible implementation, the Q-th road intersection that is passed through when leaving the target place from all directions of the target place can be determined, and the polygonal area including the target place is determined based on the determined road intersections, and the determined polygonal area including the target place is determined as the third area. It should be noted that if multiple polygonal areas including the target place are determined based on the determined road intersections (the Q-th road intersection that is passed through when leaving the target place from all directions of the target place), the smallest polygonal area can be determined as the third area. Of course, this embodiment is not limited to this, and any polygonal area including the target place can also be determined as the third area.

[0093] Step S203: Determine the area in the third area except the first area as the second area.

[0094] By the above method, the target area can be divided into the first area and the second area, see Figure 3 , which shows a schematic diagram of the first area and the second area obtained by dividing the target area in the above manner.

[0095] It should be noted that this embodiment is not limited to the above-mentioned method for dividing the target area into regions, and other methods can also be used to divide the target area into regions. For example, the target place can be taken as the center and radiated outward at a first preset distance to obtain a first area including the target place. The target place can be taken as the center and radiated outward at a second preset distance to obtain a third area including the target place. The area in the third area except the first area is determined as the second area, wherein the second preset distance is greater than the first preset distance.

[0096] In another embodiment of the present invention, the step S102a in the above embodiment is introduced: for the first area, the traffic lights at the road intersections in the first area are controlled with the goal of maximally releasing vehicles leaving the target location and restricting vehicles heading towards the target location.

[0097] See also Figure 4 , which shows a schematic flow chart of step S102a, may include:

[0098] Step S401: For each road intersection in the first area, determine the green signal ratio of the traffic light at the road intersection with the goal of maximally releasing vehicles that leave the target location and restricting vehicles that drive toward the target location.

[0099] The green-to-signal ratio of the traffic light includes the green-to-signal ratio corresponding to each set phase, and each set phase is a phase set in combination with the traffic conditions when the activity at the target venue ends.

[0100] It should be noted that the green-to-signal ratio refers to the ratio of the green light duration to the signal light cycle, that is, the proportion of time used for vehicle passage within a signal light cycle.

[0101] Step S402: Control the traffic lights at the road intersection based on the set phases, the phase sequences of the set phases, and the green-to-signal ratio of the traffic lights at the road intersection.

[0102] In order to effectively alleviate the traffic congestion in the first area, the present invention proposes a hard control strategy based on traffic lights. In order to implement the hard control strategy based on traffic lights, a new traffic light phase and phase sequence are first designed. On this basis, with the goal of releasing vehicles leaving the target location to the greatest extent and restricting vehicles heading towards the target location, the green-to-signal ratio corresponding to each set phase is determined. Then, according to each set phase, the phase sequence of each set phase and the green-to-signal ratio corresponding to each set phase, the traffic lights at the road intersection are controlled to orderly guide vehicles out of the first area and restrict external vehicles from entering, thereby ensuring that there will be no large-scale congestion in the area surrounding the target location and no excessive burden on the second area.

[0103] Next, the phase and phase sequence of the signal light designed by the present invention are first introduced.

[0104] Refer to Figure 5, which shows a schematic diagram of the phases and phase sequence of the signal light designed in the present invention. The signal light designed in the present invention includes six phases, which are the first phase, the second phase, the third phase, the fourth phase, the fifth phase, and the sixth phase. Among them:

[0105] Phase 1: Release from the first direction to the second direction (such as Figure 5 A direction in the third direction (such as Figure 5 B direction in the figure) and the fourth direction (as Figure 5 The first phase is the direction of the target location; the second phase: releases vehicles heading from the second direction to the first direction, the third direction, and the fourth direction; the third phase: releases vehicles heading from the second direction to the third direction and the fourth direction; the fourth phase: releases vehicles heading from the third direction to the fourth direction and from the fourth direction to the third direction; the fifth phase: releases vehicles heading from the third direction to the first direction and from the fourth direction to the first direction; the sixth phase: releases vehicles heading from the third direction to the second direction and from the fourth direction to the second direction. It should be noted that from the first phase to the third phase, vehicles heading from the first direction to other directions and vehicles heading from the second direction to other directions are released, and from the fourth phase to the sixth phase, vehicles heading from the third direction to other directions and vehicles heading from the fourth direction to other directions are released.

[0106] Among them, the first phase, the second phase and the fifth phase are phases related to the vehicles at the target location. Specifically, the first phase is the phase for releasing the vehicles at the target location outward, and the vehicles at the target location drive toward the periphery from the second direction, the third direction and the fourth direction. The second phase and the fifth phase are phases for releasing vehicles heading towards the target location. Among them, the second phase releases vehicles heading toward the target location from the second direction, and the fifth phase releases vehicles heading toward the target location from the third direction and the fourth direction. The third phase, the fourth phase and the sixth phase are phases unrelated to the vehicles at the target location.

[0107] Considering that the first phase is the phase for releasing vehicles from the target location, a larger green-to-signal ratio can be used to quickly release vehicles from the target location. Considering that the second and fifth phases are the phases for releasing vehicles heading toward the target location, and the target location already has a backlog of vehicles and the road section is relatively congested, it is not suitable for releasing too many vehicles. Therefore, the second and fifth phases can use a smaller green-to-signal ratio. Given that the green-to-signal ratio in the second phase is relatively small, the present invention has designed a third phase to release vehicles from the second direction to the third and fourth directions.

[0108] In order to effectively alleviate traffic congestion in the first area, the present invention specifically considers vehicles leaving the target location and vehicles heading towards the target location when designing the phases. When designing the phase sequence, it fully considers the driver's driving habits and refers to the standard four-phase phase sequence.

[0109] Next, the implementation process of "determining the green-to-red ratio of traffic lights at the road intersection with the goal of maximizing the release of vehicles leaving the target location and restricting vehicles heading towards the target location" is introduced.

[0110] See also Figure 6 , shows a flow chart of determining the green signal ratio of a traffic light at a road intersection with the goal of maximally releasing vehicles leaving a target location and restricting vehicles heading toward the target location, which may include:

[0111] Step S601a: Determine the green-to-signal ratio corresponding to the first phase based on the saturated headway and signal light cycle of the road intersection, as well as the total number of lanes and carrying capacity of the three directional road sections intersecting the road intersection.

[0112] The three direction sections are the section in the second direction, the section in the third direction and the section in the fourth direction, that is, Figure 5 The road sections in the three directions A, B and C.

[0113] Considering that the first phase is the phase for releasing the vehicles at the target location outward, in order to quickly release the vehicles at the target location, a larger green-to-signal ratio can be adopted in the first phase.

[0114] Specifically, the green-to-signal ratio γ can be determined based on the following formula: 大 :

[0115]

[0116] In the above formula (1), T represents the signal light cycle at the road intersection, H represents the saturated headway at the road intersection, and S represents the total number of lanes in the sections in the A direction (i.e., the second direction), the B direction (i.e., the third direction), and the C direction (i.e., the fourth direction). The part on the right side of the equal sign in the above formula represents the minimum value of the carrying capacity of the sections in the three directions A, B, and C. For example, among the carrying capacity of the section in the A direction, the carrying capacity of the section in the B direction, and the carrying capacity of the section in the C direction, the carrying capacity of the section in the B direction is the smallest, and the part on the right side of the equal sign is the carrying capacity of the section in the B direction. It should be noted that the carrying capacity refers to the maximum number of vehicles carried. It should also be noted that the carrying capacity of the sections in the A, B, and C directions, T, H, S, and A, B, and C directions, can be obtained from the traffic control system. Of course, this embodiment is not limited thereto, and other methods for obtaining the above data are also applicable to the present invention.

[0117] It should be noted that in practical applications, the γ obtained based on the above formula can be 大 As the green-to-signal ratio corresponding to the first phase, γ can also be used according to actual conditions. 大 Fine-tune (slightly reduce), and use the green-to-signal ratio after fine-tuning as the green-to-signal ratio corresponding to the first phase, that is, the green-to-signal ratio corresponding to the first phase is less than or equal to γ 大 .

[0118] Step S601b: Based on the minimum green light duration and signal light cycle of the road intersection, determine the green-to-signal ratios corresponding to the second phase and the fifth phase respectively.

[0119] The above content mentioned that the second and fifth phases are the phases for releasing vehicles heading to the target location. Considering that there is a backlog of vehicles at the target location and the road section is relatively congested, it is not suitable to release too many vehicles. Therefore, the second and fifth phases can adopt a smaller green-to-signal ratio.

[0120] In a possible implementation, the second phase and the fifth phase may use the same green-to-signal ratio.

[0121] Specifically, the green-to-signal ratio γ can be determined based on the following formula: 小 :

[0122]

[0123] It should be noted that in practical applications, the γ obtained based on the above formula can be 小 As the green-to-signal ratio corresponding to the second phase and the fifth phase, γ can also be used according to actual conditions. 小 Fine-tune (slightly increase), and the green-to-signal ratio after fine-tuning is used as the green-to-signal ratio corresponding to the second phase and the fifth phase respectively, that is, the green-to-signal ratio corresponding to the second phase and the fifth phase respectively is greater than or equal to γ 小 .

[0124] Step S602: Determine the green-to-signal ratios corresponding to the third phase, the fourth phase, and the sixth phase respectively based on the green-to-signal ratio corresponding to the first phase and the green-to-signal ratios corresponding to the second phase and the fifth phase respectively.

[0125] In a possible implementation, the third phase, the fourth phase, and the sixth phase may use the same green-to-signal ratio.

[0126] It should be noted that the green-to-signal ratio γ corresponding to the first phase ① , the green-to-signal ratio γ corresponding to the second phase ② , the green-to-signal ratio γ corresponding to the third phase ③ , the green-to-signal ratio γ corresponding to the fourth phase ④ , the green-to-signal ratio γ corresponding to the fifth phase ⑤ , the green-to-signal ratio γ corresponding to the sixth phase ⑥ The sum is 100%, that is:

[0127] γ ① +γ ② +γ ③ +γ ④ +γ ⑤ +γ ⑥ =100% (3)

[0128] If the green-to-signal ratio corresponding to the first phase is γ 大 , the green-to-signal ratios corresponding to the second and fifth phases are γ 小 , the green-to-signal ratios corresponding to the third phase, fourth phase, and sixth phase are γ 中 , then the above formula becomes:

[0129] γ 大 +3γ 中 +2γ 小 =100% (4)

[0130] Through steps S601a and S601b, γ can be obtained. 大 and γ 小 On this basis, according to the above formula (4), γ can be obtained 中 , thereby obtaining the green-to-signal ratios corresponding to the third phase, fourth phase, and sixth phase respectively.

[0131] In this embodiment, the green-to-signal ratio corresponding to the first phase is the largest, the green-to-signal ratio corresponding to the third phase, the fourth phase and the sixth phase are the second largest, and the green-to-signal ratio corresponding to the second phase and the fifth phase are the smallest.

[0132] After the green-to-signal ratio of each phase is determined, the traffic light can be controlled according to the above-mentioned six phases, the phase sequence of the six phases, and the green-to-signal ratios corresponding to the six phases.

[0133] Based on the designed six phases and phase sequence, the embodiment of the present invention adopts a signal light-based control strategy to enforce control of vehicles in the first area, so as to quickly release vehicles from the target location and restrict vehicles heading towards the target location, thereby quickly and effectively alleviating traffic congestion in the first area.

[0134] In another embodiment of the present invention, the step S102b in the above embodiment is introduced: for the second area, determining a target road section from the road sections included in the second area, determining a congested road section from the determined target road sections, and guiding vehicles in the second area to avoid the congested road section.

[0135] First, the implementation process of determining the target road section (the road section that the vehicle passes through when leaving the target location) from the road sections included in the second area is introduced.

[0136] The process of determining the target road segment from the road segments included in the second area may include:

[0137] Step a1: For each road segment included in the second area, calculate the distance between the starting point of the road segment and the target location as the first distance, and calculate the distance between the end point of the road segment and the target location as the second distance.

[0138] Specifically, the straight-line distance between the starting point of the road section and the center point of the target location can be calculated as the first distance, and the straight-line distance between the end point of the road section and the center point of the target location can be calculated as the second distance.

[0139] It should be noted that each road section in this embodiment refers to the road section between two adjacent intersections. Each road section has a direction. For the road section from intersection α to intersection β, intersection α is the starting point of the road section, and intersection β is the end point of the road section. Figure 7 As shown, calculate the straight-line distance length between the intersection α and the center point O of the target location o→α , as the first distance, and calculate the straight-line distance length between the intersection β and the center point O of the target location o→β , as the second distance.

[0140] Step a2: Determine whether the road section is a target road section based on the first distance and the second distance.

[0141] There are multiple ways to determine whether the road section is a target road section based on the first distance and the second distance. In one possible implementation method, it can be determined whether the second distance is greater than the first distance. If the second distance is greater than the first distance, the road section is determined to be the target road section; otherwise, the road section is determined not to be the target road section.

[0142] In order to more accurately determine whether the road section is the target road section, this embodiment provides another implementation method: calculating the distance difference between the second distance and the first distance, and calculating the ratio of the distance difference between the second distance and the first distance to the first distance, and judging whether the ratio of the distance difference between the second distance and the first distance to the first distance is greater than or equal to the set first threshold; if the ratio of the distance difference between the second distance and the first distance to the first distance is greater than or equal to the set first threshold, then the road section is determined to be the target road section; otherwise, the road section is determined not to be the target road section.

[0143] for Figure 7 Calculate the road section from intersection α to intersection β like Greater than or equal to the set first threshold T th1 , then the section from intersection α to intersection β is determined to be the section that the vehicle passes through when leaving the target location, that is, the target section.

[0144] After determining a plurality of target road sections from the road sections included in the second area, a congested road section may be further determined from the determined plurality of target road sections. Specifically, the process of determining the congested road section from the determined plurality of target road sections may include:

[0145] Step b1: Obtain the actual traffic volume of each target road section and the maximum number of vehicles carried by each target road section.

[0146] Optionally, the actual traffic flow of each target road section and the maximum load capacity of each target road section can be obtained from the traffic management system. Of course, this embodiment is not limited to this. Other methods that can obtain the actual traffic flow of each target road section and the maximum load capacity of each target road section are also applicable to the present invention.

[0147] Step b2: determining a congested section from the determined target sections based on the actual traffic volume of each target section and the maximum number of vehicles carried by each target section.

[0148] Specifically, according to the actual traffic volume of each target road section and the maximum number of vehicles carried by each target road section, the process of determining the congested road section from the determined target road sections may include:

[0149] Step b21: For each target road section, calculate the ratio of the real-time traffic flow of the target road section to the maximum number of vehicles carried by the target road section as the real-time carrying capacity corresponding to the target road section.

[0150] Through step b21, the real-time load carrying capacity corresponding to each of the target road sections can be obtained.

[0151] Step b22: Determine a congested road section from the target road sections according to the real-time load carrying capacity corresponding to the target road sections.

[0152] There are multiple ways to determine a congested section from among several target sections based on the real-time load capacities corresponding to the target sections: in one possible implementation, the real-time load capacities of the target sections can be sorted from largest to smallest, and the target sections corresponding to the top N% (e.g., 10%) of the real-time load capacities can be determined as congested sections; in another possible implementation, the target sections with a real-time load capacities greater than M% (e.g., 70%) of the corresponding maximum load capacities can be determined as congested sections; in yet another possible implementation, the target sections with a real-time load capacities greater than M% of the corresponding maximum load capacities, and the target sections corresponding to the top N% (e.g., 10%) of the real-time load capacities after sorting the real-time load capacities of the target sections from largest to smallest, can be determined as congested sections. It should be noted that the specific values ​​of N and M can be set according to actual conditions.

[0153] It should be noted that in addition to determining the congested sections from the determined target sections based on the actual traffic flow of each target section and the maximum number of vehicles carrying each target section, other methods can also be used to determine the congested sections from the target sections. For example, the congested sections can be determined from the target sections based on the actual traffic flow of each target section (for example, the target sections with actual traffic flow greater than a preset traffic flow threshold are determined as congested sections).

[0154] After the target road section is determined, vehicles in the second area can be guided to avoid the congested road section to alleviate vehicle congestion in the second area.

[0155] There are many ways to guide vehicles in the second area to avoid congested road sections. This embodiment provides the following two optional implementation methods.

[0156] The first implementation method is to plan an alternative route for the target vehicle in the second area and directly push the alternative route to the target vehicle in the second area. The target vehicle is a vehicle whose route includes a congested section, and the alternative route does not include the congested section.

[0157] In order to alleviate vehicle congestion in the second area, for target vehicles in the second area, that is, vehicles whose driving routes include congested sections, an alternative route that does not include congested sections is planned for them, and then the alternative route is pushed to the target vehicles so that the target vehicles can avoid the congested sections.

[0158] The second implementation method includes planning an alternative route for a target vehicle in the second area; determining the acceptability of the alternative route; and pushing the alternative route to the target vehicle if the acceptability of the alternative route is greater than a set second threshold. The target vehicle is a vehicle whose route includes a congested section, and the alternative route does not include a congested section.

[0159] In order to more effectively alleviate vehicle congestion in the second area, after planning an alternative route for a target vehicle in the second area, this implementation method does not directly push the alternative route to the target vehicle, but first determines the acceptability of the alternative route. Only after determining that the acceptability of the alternative route is greater than a set second threshold, the alternative route will be pushed to the target vehicle. That is, the alternative route pushed by this implementation method is an alternative route that is more easily accepted by the vehicle owner.

[0160] The process of determining the acceptability of the alternative route may include: calculating the time difference between the overall travel time of the alternative route and the overall travel time of the driving route; and calculating the ratio of the time difference to the overall travel time of the driving route as the acceptability of the alternative route.

[0161] It should be noted that in addition to determining the acceptability of the alternative route in the above manner, other methods can also be used to determine the acceptability of the alternative route. For example, the route length difference between the route length of the alternative route and the route length of the driving route can be calculated; and the ratio of the route length difference to the route length of the driving route can be calculated as the acceptability of the alternative route.

[0162] The above embodiment mentioned that the target area can be divided into three layers with the target place as the center to obtain an inner area including the target place, a middle area outside the inner area, and an outer area outside the middle area. For the inner area as the first area, traffic congestion can be alleviated based on the method of step S102a. For the middle area as the second area, traffic congestion can be alleviated based on the method of step S102b. As for the outer area, since it is far away from the target place and the area is open, and after the methods of step S102a and step S102b, the traffic congestion has been effectively alleviated, it does not need to be processed.

[0163] An embodiment of the present invention further provides a device for alleviating traffic congestion. The device for alleviating traffic congestion provided by an embodiment of the present invention is described below. The device for alleviating traffic congestion described below and the method for alleviating traffic congestion described above can refer to each other.

[0164] See also Figure 8 , shows a structural schematic diagram of an apparatus for alleviating traffic congestion provided by an embodiment of the present invention. The apparatus for alleviating traffic congestion may include: an area division module 801, a first area traffic congestion alleviating module 802a and a second area traffic congestion alleviating module 802b.

[0165] The area division module 801 is configured to divide the target area into regions with the target location in the target area as the center, so as to obtain a first region including the target location and a second region outside the first region.

[0166] The first area traffic congestion relief module 802a is configured to control traffic lights at road intersections in the first area with the goal of maximally releasing vehicles from the target location and restricting vehicles from heading towards the target location.

[0167] The second area traffic congestion relief module 802b is used to determine a target road section from the road sections included in the second area, determine a congested road section from the determined target road sections, and guide vehicles in the second area to avoid the congested road section, wherein the target road section is the road section that the vehicle passes through when leaving the target place.

[0168] In a possible implementation, the region division module 801 includes: a first division submodule, a second division submodule, and a region determination submodule.

[0169] A first division submodule is configured to radiate outward from the target location according to a first preset number of road intersections, thereby obtaining a first area including the target location;

[0170] A second division submodule is configured to radiate outward from a second preset number of road intersections with the target location as the center to obtain a third area including the target location, wherein the second preset number is greater than the first preset number;

[0171] The region determination submodule is configured to determine a region in the third region other than the first region as a second region.

[0172] In a possible implementation, the first-area traffic congestion relief module 802a includes: a signal light green-to-signal ratio determination submodule and a signal light control submodule.

[0173] The signal light green to signal ratio determination submodule is used to determine the signal light green to signal ratio of each road intersection in the first area with the goal of maximizing the release of vehicles leaving the target location and restricting vehicles heading towards the target location.

[0174] The green-to-signal ratio of the traffic light includes green-to-signal ratios corresponding to respective set phases, and each set phase is a phase set in combination with the traffic conditions when the activity at the target venue ends.

[0175] The signal light control submodule is used to control the signal light at the road intersection based on the set phases, the phase sequence of the set phases and the green-to-signal ratio of the signal light at the road intersection.

[0176] In a possible implementation, the setting phases sequentially include:

[0177] Phase 1: Release vehicles from the first direction to the second direction, the third direction, and the fourth direction, where the first direction is the direction of the target location;

[0178] Second phase: allowing vehicles from the second direction to the first direction, the third direction, and the fourth direction;

[0179] Phase 3: allowing vehicles from the second direction to the third direction and the fourth direction;

[0180] Phase 4: vehicles traveling from the third direction to the fourth direction, and vehicles traveling from the fourth direction to the third direction, are allowed to pass;

[0181] Phase 5: allowing vehicles from the third party heading towards the first direction, and vehicles from the fourth direction heading towards the first direction;

[0182] Phase 6: allowing vehicles from the third party heading towards the second direction, and vehicles from the fourth direction heading towards the second direction;

[0183] In one possible implementation, the signal light green to signal ratio determination submodule is specifically configured to:

[0184] Determine the green-signal ratio corresponding to the first phase based on the saturated headway and signal light cycle of the road intersection, and the total number of lanes and carrying capacity of three directional road sections intersecting the road intersection, where the three directional road sections are the section in the second direction, the section in the third direction, and the section in the fourth direction;

[0185] Determining the green-to-signal ratios corresponding to the second phase and the fifth phase, respectively, based on the minimum green light duration and the signal light cycle of the road intersection;

[0186] Based on the green-to-signal ratio corresponding to the first phase and the green-to-signal ratio corresponding to the second phase and the fifth phase, the green-to-signal ratio corresponding to the third phase, the fourth phase, and the sixth phase are determined.

[0187] In one possible implementation, the second-area traffic congestion relief module 803 may include: a target road segment determination submodule for determining a target road segment from the road segments included in the second area. When determining the target road segment from the road segments included in the second area, the target road segment determination submodule is specifically configured to:

[0188] For each road segment included in the second area:

[0189] Calculating the distance between the starting point of the road segment and the target location as a first distance, and calculating the distance between the end point of the road segment and the target location as a second distance;

[0190] Based on the first distance and the second distance, it is determined whether the road segment is a target road segment.

[0191] In a possible implementation, when the target road segment determination submodule determines whether the road segment is a target road segment based on the first distance and the second distance, it is specifically configured to:

[0192] calculating a distance difference between the second distance and the first distance, and calculating a ratio of the distance difference to the first distance;

[0193] If the ratio of the distance difference to the first distance is greater than or equal to a set first threshold, determining the road section as a target road section;

[0194] If the ratio of the distance difference to the first distance is smaller than the first threshold, it is determined that the road section is not a target road section.

[0195] In one possible implementation, the second-area traffic congestion relief module 802b may include a congested road section determination submodule configured to determine a congested road section from the determined target road sections. When determining a congested road section from the determined target road sections, the congested road section determination submodule is specifically configured to:

[0196] Obtain the real-time traffic flow of each target road section and the maximum number of vehicles that can be carried on each road section;

[0197] For each target road section, calculate the ratio of the actual traffic volume of the target road section to the maximum number of vehicles that the target road section can carry, and use this ratio as the real-time carrying capacity of the target road section.

[0198] A congested road section is determined from the target road sections according to the real-time load carrying rates corresponding to the target road sections respectively.

[0199] In one possible implementation, the second-area traffic congestion relief module 802b may include a vehicle guidance submodule configured to guide vehicles in the second area to avoid the congested road section. When guiding vehicles in the second area to avoid the congested road section, the vehicle guidance submodule is specifically configured to:

[0200] Planning an alternative route for a target vehicle in the second area, wherein the target vehicle is a vehicle whose driving route includes the congested road section, and the alternative route does not include the congested road section;

[0201] Directly push the alternative route to the target vehicle;

[0202] Alternatively, the acceptability of the alternative route is determined, and if the acceptability of the alternative route is greater than a set second threshold, the alternative route is pushed to the target vehicle.

[0203] In one possible implementation, when determining the acceptability of the alternative route, the vehicle guidance submodule is specifically configured to:

[0204] Calculating the time difference between the total time taken to travel the alternative route and the total time taken to travel the route;

[0205] The ratio of the time difference to the total time of the driving route is calculated as the acceptability of the alternative route.

[0206] The device for alleviating traffic congestion provided by an embodiment of the present invention first divides the target area into regions with the target place in the target area as the center. After obtaining a first region including the target place and a second region outside the first region through region division, different strategies are adopted for the first region and the second region to alleviate traffic congestion. Considering that the first region is the most congested when the activity at the target place ends, the device for alleviating traffic congestion provided by an embodiment of the present invention forcibly controls the vehicles in the first region, that is, controls the traffic lights to release the vehicles leaving the target place to the greatest extent and restricts the vehicles heading to the target place, thereby alleviating traffic congestion in the first region. Considering that the vehicles entering the second region have begun to disperse and the available driving options have become more, the device for alleviating traffic congestion provided by an embodiment of the present invention flexibly controls the vehicles in the second region, that is, alleviates traffic congestion in the second region by guiding the vehicles to avoid congested sections. The device for alleviating traffic congestion provided by an embodiment of the present invention can effectively alleviate traffic congestion when a large-scale activity ends in a relatively short period of time.

[0207] The present invention also provides a processing device, see Figure 9 , shows a schematic structural diagram of the processing device, which may include: a processor 901, a communication interface 902, a memory 903 and a communication bus 904;

[0208] In the embodiment of the present invention, the number of the processor 901, the communication interface 902, the memory 903, and the communication bus 904 is at least one, and the processor 901, the communication interface 902, and the memory 903 communicate with each other through the communication bus 904;

[0209] The processor 901 may be a central processing unit (CPU), or an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present invention;

[0210] The memory 903 may include a high-speed RAM memory, and may also include a non-volatile memory, such as at least one disk memory;

[0211] The memory stores a program, and the processor can call the program stored in the memory, wherein the program is used to:

[0212] Taking a target location in the target area as a center, dividing the target area into regions to obtain a first region including the target location and a second region outside the first region;

[0213] For the first area, controlling traffic lights at road intersections in the first area with the goal of maximizing the number of vehicles leaving the target location and restricting the number of vehicles heading toward the target location;

[0214] For the second area, a target section is determined from the sections included in the second area, a congested section is determined from the determined target sections, and vehicles in the second area are guided to avoid the congested section, wherein the target section is the section that the vehicle passes through when leaving the target location.

[0215] Optionally, the detailed functions and extended functions of the program may refer to the above description.

[0216] An embodiment of the present invention further provides a readable storage medium, which may store a program suitable for execution by a processor, wherein the program is used to:

[0217] Taking a target location in the target area as a center, dividing the target area into regions to obtain a first region including the target location and a second region outside the first region;

[0218] For the first area, controlling traffic lights at road intersections in the first area with the goal of maximizing the number of vehicles leaving the target location and restricting the number of vehicles heading toward the target location;

[0219] For the second area, a target section is determined from the sections included in the second area, a congested section is determined from the determined target sections, and vehicles in the second area are guided to avoid the congested section, wherein the target section is the section that the vehicle passes through when leaving the target location.

[0220] Optionally, the detailed functions and extended functions of the program may refer to the above description.

[0221] Finally, it should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or device comprising the element.

[0222] 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.

[0223] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to one 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 invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for alleviating traffic congestion, characterized in that: include: Dividing the target area into regions with the target location in the target area as the center to obtain a first region including the target location and a second region outside the first region; For the first area, controlling traffic lights at road intersections in the first area with the goal of maximizing the number of vehicles leaving the target location and restricting the number of vehicles heading toward the target location; For the second area, for each road section included in the second area: calculate the distance between the starting point of the road section and the target location as the first distance, and calculate the distance between the end point of the road section and the target location as the second distance; based on the first distance and the second distance, determine whether the second distance is greater than the first distance; if the second distance is greater than the first distance, determine that the road section is the target road section; otherwise, determine that the road section is not the target road section; determine a congested road section from the determined target road sections, and guide vehicles in the second area to avoid the congested road section, wherein the target road section is the road section that the vehicle passes through when leaving the target location.

2. The method for alleviating traffic congestion according to claim 1, characterized in that: The target area is divided into regions with the target location in the target area as the center to obtain a first region including the target location and a second region outside the first region, including: Taking the target location as the center and radiating outward according to a first preset number of road intersections, a first area including the target location is obtained; Taking the target location as the center and radiating outward from a second preset number of road intersections, a third area including the target location is obtained, wherein the second preset number is greater than the first preset number; An area of ​​the third area excluding the first area is determined as a second area.

3. The method for alleviating traffic congestion according to claim 1, characterized in that: The controlling of the traffic lights at the road intersections in the first area with the goal of maximally releasing vehicles that leave the target location and restricting vehicles that travel toward the target location includes: For each road intersection in the first area: Determining a green-to-green ratio of traffic lights at the road intersection with the goal of maximizing the number of vehicles leaving the target location and restricting the number of vehicles heading toward the target location, wherein the green-to-green ratio of traffic lights includes green-to-green ratios corresponding to respective set phases, each of which is a phase set based on traffic conditions at the end of an event at the target location; Based on the set phases, the phase sequences of the set phases and the green-to-signal ratio of the signal lights at the road intersection, the signal lights at the road intersection are controlled.

4. The method for alleviating traffic congestion according to claim 3, characterized in that: The setting phases include: Phase 1: Release vehicles from the first direction to the second direction, the third direction, and the fourth direction, where the first direction is the direction of the target location; Second phase: allowing vehicles from the second direction to the first direction, the third direction, and the fourth direction; Phase 3: allowing vehicles from the second direction to the third direction and the fourth direction; Phase 4: vehicles traveling from the third direction to the fourth direction, and vehicles traveling from the fourth direction to the third direction, are allowed to pass; Phase 5: allowing vehicles from the third party heading towards the first direction, and vehicles from the fourth direction heading towards the first direction; Phase 6: vehicles traveling from the third direction to the second direction and vehicles traveling from the fourth direction to the second direction are allowed to pass.

5. The method for alleviating traffic congestion according to claim 4, characterized in that: The determining of the green-to-red ratio of the traffic light at the road intersection with the goal of maximally releasing vehicles that leave the target location and restricting vehicles that drive toward the target location includes: Determine the green-signal ratio corresponding to the first phase based on the saturated headway and signal light cycle of the road intersection, and the total number of lanes and carrying capacity of three directional road sections intersecting the road intersection, where the three directional road sections are the section in the second direction, the section in the third direction, and the section in the fourth direction; Determining the green-to-signal ratios corresponding to the second phase and the fifth phase, respectively, based on the minimum green light duration and the signal light cycle of the road intersection; Based on the green-to-signal ratio corresponding to the first phase and the green-to-signal ratio corresponding to the second phase and the fifth phase, the green-to-signal ratio corresponding to the third phase, the fourth phase, and the sixth phase are determined.

6. The method for alleviating traffic congestion according to claim 1, characterized in that: Methods for determining whether the road segment is a target road segment also include: calculating a distance difference between the second distance and the first distance, and calculating a ratio of the distance difference to the first distance; If the ratio of the distance difference to the first distance is greater than or equal to a set first threshold, determining the road section as a target road section; If the ratio of the distance difference to the first distance is smaller than the first threshold, it is determined that the road section is not a target road section.

7. The method for alleviating traffic congestion according to claim 1, characterized in that: Determining a congested road section from the determined target road sections includes: Obtain the real-time traffic flow and the maximum number of vehicles on each target road section; For each target road section, calculate the ratio of the actual traffic volume of the target road section to the maximum number of vehicles that the target road section can carry, and use this ratio as the real-time carrying capacity of the target road section. A congested road section is determined from the target road sections according to the real-time load carrying rates corresponding to the target road sections respectively.

8. The method for alleviating traffic congestion according to claim 1, characterized in that: The guiding of the vehicles in the second area to avoid the congested road section includes: Planning an alternative route for a target vehicle in the second area, wherein the target vehicle is a vehicle whose driving route includes the congested road section, and the alternative route does not include the congested road section; Directly push the alternative route to the target vehicle; Alternatively, the acceptability of the alternative route is determined, and if the acceptability of the alternative route is greater than a set second threshold, the alternative route is pushed to the target vehicle.

9. The method for alleviating traffic congestion according to claim 8, characterized in that: Determining the acceptability of the alternative route includes: Calculating the time difference between the total time taken to travel the alternative route and the total time taken to travel the route; The ratio of the time difference to the total time of the driving route is calculated as the acceptability of the alternative route.

10. A device for alleviating traffic congestion, characterized in that: include: an area division module, a first area traffic congestion relief module, and a second area traffic congestion relief module; The area division module is configured to divide the target area into areas with the target location in the target area as the center, so as to obtain a first area including the target location and a second area outside the first area; The first-area traffic congestion relief module is configured to control traffic lights at road intersections in the first area with the goal of maximally releasing vehicles leaving the target location and restricting vehicles heading towards the target location; The second-area traffic congestion relief module is used to, for the second area and for each road section included in the second area: calculate the distance between the starting point of the road section and the target location as a first distance, and calculate the distance between the end point of the road section and the target location as a second distance; based on the first distance and the second distance, determine whether the second distance is greater than the first distance; if the second distance is greater than the first distance, determine that the road section is a target road section; otherwise, determine that the road section is not a target road section; determine a congested road section from the determined target road sections, and guide vehicles in the second area to avoid the congested road section, wherein the target road section is the road section through which the vehicle leaves the target location.

11. A processing device, characterized in that: include: memory and processor; The memory is used to store programs; The processor is configured to execute the program to implement the various steps of the method for alleviating traffic congestion according to any one of claims 1 to 9.

12. A computer-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 alleviating traffic congestion according to any one of claims 1 to 9 is implemented.

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