Large event traffic guidance method, device and equipment and readable storage medium

Abstract

The application discloses a large-scale event traffic dispersal method, device, equipment and readable storage medium. In the scheme, during the large-scale event, the dynamic route planning of special cars, shuttle buses and private cars can be personalized according to the road information around the large-scale event venue, the traffic condition information of the roads around the large-scale event venue, the station state information of the shuttle bus around the large-scale event venue, the parking lot state information around the large-scale event venue, the entrance state information of the large-scale event venue and the exit state information of the large-scale event venue, so that the reliability is high, and traffic accidents can be avoided.

Description

Technical Field

[0001] This application relates to the field of traffic management technology, and more specifically, to a method, apparatus, equipment, and readable storage medium for managing traffic during large-scale events. Background Technology

[0002] With the continuous development of society and economy, people's living standards are also constantly improving. Large-scale events, mainly cultural and sports activities, are emerging in cities, enriching people's daily lives. However, large-scale events are usually characterized by unpredictable times and locations, high density of vehicles and pedestrians, and short duration of induced traffic, making it difficult for traffic management departments to effectively manage traffic during these events, resulting in frequent traffic accidents.

[0003] Therefore, how to provide a highly reliable traffic management method for large-scale events to effectively manage traffic during such events and avoid traffic accidents has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] In view of the above problems, this application proposes a method, apparatus, equipment, and readable storage medium for traffic management during large-scale events. The specific solution is as follows:

[0005] A method for managing traffic during large-scale events, the method comprising:

[0006] Obtain traffic management reference information for large-scale events, which includes road information around the large-scale event venue, traffic condition information of the roads around the large-scale event venue, status information of shuttle bus stations around the large-scale event venue, status information of parking lots around the large-scale event venue, status information of the entrance of the large-scale event venue, and status information of the exit of the large-scale event venue.

[0007] Based on the traffic management reference information for the large-scale event, dynamic route planning is carried out for chartered cars, shuttle buses, and private cars.

[0008] Optionally, based on the traffic management reference information for the large-scale event, dynamic route planning is performed for the dedicated vehicles, including:

[0009] Get the current location of the ride-hailing vehicle;

[0010] If the current location of the special vehicle is the starting point of the route planning, or the last segment of the first n segments of the optimal route in the previous route planning, then the location of the special vehicle parking lot, the special vehicle lane, and the current traffic conditions of each segment in the special vehicle lane are obtained based on the traffic diversion reference information for the large-scale event.

[0011] A ride-hailing road network is constructed based on the location of the ride-hailing parking lot, the ride-hailing lane, and the current traffic conditions of each segment within the ride-hailing lane. The ride-hailing road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends and corresponds to a weight. The nodes are the location of the intersection corresponding to the ride-hailing lane and the location of the ride-hailing parking lot. Each edge corresponds to a segment of the ride-hailing lane. The weight of each edge is determined based on the traffic conditions of the segment corresponding to that edge.

[0012] Based on the current location of the ride-hailing vehicle and the road network of the ride-hailing vehicle, route planning is performed on the ride-hailing vehicle to obtain the optimal route from the current location of the ride-hailing vehicle to the parking lot.

[0013] The first n segments of the optimal route are provided to the dedicated vehicle, where n is an integer greater than or equal to 1.

[0014] Optionally, the weight corresponding to each edge in the dedicated vehicle road network is determined as follows:

[0015] Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined;

[0016] The weight of the edge is determined based on the average travel speed of the road segment and the speed limit of the road segment.

[0017] Optionally, based on the aforementioned traffic management reference information for large-scale events, dynamic route planning is performed for the shuttle buses, including:

[0018] Based on the aforementioned traffic management reference information for large-scale events, the route for shuttle buses entering the venue entrance is dynamically planned; and based on the aforementioned traffic management reference information for large-scale events, the route for shuttle buses exiting the venue is dynamically planned.

[0019] Optionally, the dynamic planning of the shuttle bus route to the venue entrance based on the traffic management reference information for the large-scale event includes:

[0020] Get the current location of the shuttle bus;

[0021] If the current position of the shuttle bus is the starting position of the route planned to enter the venue entrance, or the last segment of the first n segments of the optimal route planned to enter the venue entrance last time, then the venue entrance position, shuttle bus station position, available shuttle bus lanes, and current traffic conditions of each segment in the available shuttle bus lanes are obtained based on the traffic guidance reference information for large-scale events.

[0022] A first shuttle bus road network is constructed based on the venue entrance location, shuttle bus stop location, available shuttle bus lanes, and current traffic conditions of each segment within the available shuttle bus lanes. The first shuttle bus road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends, and each edge corresponds to a weight. The nodes correspond to the intersection locations of the venue entrance location, shuttle bus stop location, and available shuttle bus lanes. Each edge corresponds to a segment of the available shuttle bus lanes. The weight corresponding to each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0023] Based on the current location of the shuttle bus, the first shuttle bus road network, and the carrying capacity ratio of each venue entrance, the shuttle bus route is planned to obtain the optimal route from the current location of the shuttle bus to the venue entrance.

[0024] The first n segments of the optimal route are provided to the shuttle bus, where n is an integer greater than or equal to 1.

[0025] Optionally, the dynamic planning of the shuttle bus route from the venue exit based on the traffic management reference information for the large-scale event includes:

[0026] Get the current location of the shuttle bus;

[0027] If the current position of the shuttle bus is the starting position of the route planned to leave the venue exit, or the last segment of the first n segments of the optimal route planned to leave the venue exit last time, then the venue exit position, shuttle bus station position, available shuttle bus lanes, and current traffic conditions of each segment in the available shuttle bus lanes are obtained based on the traffic guidance reference information for large-scale events.

[0028] A second shuttle bus road network is constructed based on the venue exit location, shuttle bus station location, available shuttle bus lanes, and current traffic conditions of each segment within the available shuttle bus lanes. This second shuttle bus road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends, and each edge corresponds to a weight. The nodes correspond to the venue exit location, shuttle bus station location, and the intersection corresponding to the available shuttle bus lane. Each edge corresponds to a segment of the available shuttle bus lane. The weight of each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0029] Based on the current location of the shuttle bus, the second shuttle bus road network, the number of shuttle buses required at each venue exit, and the total waiting time of passengers at each venue exit, the shuttle bus route is planned to obtain the optimal route from the current location of the shuttle bus to the shuttle bus station.

[0030] The first n segments of the optimal route are provided to the shuttle bus, where n is an integer greater than or equal to 1.

[0031] Optionally, the weight of each edge in the first shuttle bus road network or the second shuttle bus road network is determined as follows:

[0032] Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined;

[0033] The initial weights corresponding to the edges are determined based on the average travel speed of the road segment and the speed limit of the road segment.

[0034] If the road type of the road segment corresponding to the edge is a shuttle bus lane, then the weight corresponding to the edge is determined to be the initial weight. If the road type of the road segment corresponding to the edge is a private car lane, then it is determined whether the average travel speed of the road segment reaches the preset private car lane speed threshold. If the average travel speed of the road segment does not reach the preset private car lane speed threshold, then the initial weight is adjusted based on the average travel speed of the road segment and the preset private car lane speed threshold to obtain the weight corresponding to the edge. If the average travel speed of the road segment reaches the preset private car lane speed threshold, then the weight corresponding to the edge is determined to be infinity.

[0035] Optionally, based on the traffic management reference information for the large-scale event, dynamic route planning is performed for private cars, including:

[0036] Get the current location of the private car;

[0037] If the current location of the private car is the starting point of the route planning, or the last segment of the first n segments of the optimal route in the previous route planning, then based on the traffic diversion reference information for large-scale events, obtain the location of available parking lots for private cars, available lanes for private cars, and the current traffic conditions of each segment in the available lanes for private cars.

[0038] A private car road network is constructed based on the locations of available parking lots for private cars, available lanes for private cars, and the current traffic conditions of each segment within the available lanes. The private car road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends and a weight. The initial node is the current location of the private car, the middle node is the location of the intersection corresponding to the available lane, and the last node is the location of the available parking lot for private cars. Each edge corresponds to a segment of the available lane. The weight of each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0039] Based on the current location of the private car and the road network available for the private car, route planning is performed on the private car to obtain the optimal route from the current location of the private car to the available parking lot.

[0040] The first n segments of the optimal route are provided to the private car, where n is an integer greater than or equal to 1.

[0041] Optionally, the weight corresponding to each edge in the private car road network is determined as follows:

[0042] Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined;

[0043] The initial weights corresponding to the edges are determined based on the average travel speed of the road segment and the speed limit of the road segment.

[0044] If the road type of the road segment corresponding to the edge is a regular lane, then the weight corresponding to the edge is determined to be the initial weight. If the road type of the road segment corresponding to the edge is a shuttle bus lane, then it is determined whether the average travel speed of the road segment reaches a preset shuttle bus lane speed threshold. If the average travel speed of the road segment does not reach the preset shuttle bus lane speed threshold, then the initial weight is adjusted based on the average travel speed of the road segment and the preset shuttle bus lane speed threshold to obtain the weight corresponding to the edge. If the average travel speed of the road segment reaches the preset shuttle bus lane speed threshold, then the weight corresponding to the edge is determined to be infinity.

[0045] A traffic management device for large-scale events, the device comprising:

[0046] The acquisition unit is used to acquire traffic management reference information for large-scale events. The traffic management reference information for large-scale events includes road information around the large-scale event venue, traffic condition information of the roads around the large-scale event venue, status information of shuttle bus stations around the large-scale event venue, status information of parking lots around the large-scale event venue, status information of the entrance of the large-scale event venue, and status information of the exit of the large-scale event venue.

[0047] The dynamic route planning unit is used to perform dynamic route planning for chartered vehicles, shuttle buses, and private cars based on the traffic management reference information for the large-scale event.

[0048] Optionally, the dynamic route planning unit includes a dedicated vehicle dynamic route planning unit, which is specifically used for:

[0049] Get the current location of the ride-hailing vehicle;

[0050] If the current location of the special vehicle is the starting point of the route planning, or the last segment of the first n segments of the optimal route in the previous route planning, then the location of the special vehicle parking lot, the special vehicle lane, and the current traffic conditions of each segment in the special vehicle lane are obtained based on the traffic diversion reference information for the large-scale event.

[0051] A ride-hailing road network is constructed based on the location of the ride-hailing parking lot, the ride-hailing lane, and the current traffic conditions of each segment within the ride-hailing lane. The ride-hailing road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends and corresponds to a weight. The nodes are the location of the intersection corresponding to the ride-hailing lane and the location of the ride-hailing parking lot. Each edge corresponds to a segment of the ride-hailing lane. The weight of each edge is determined based on the traffic conditions of the segment corresponding to that edge.

[0052] Based on the current location of the ride-hailing vehicle and the road network of the ride-hailing vehicle, route planning is performed on the ride-hailing vehicle to obtain the optimal route from the current location of the ride-hailing vehicle to the parking lot.

[0053] The first n segments of the optimal route are provided to the dedicated vehicle, where n is an integer greater than or equal to 1.

[0054] Optionally, the ride-hailing dynamic route planning unit includes a ride-hailing road network edge weight determination unit, wherein the ride-hailing road network edge weight determination unit:

[0055] Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined;

[0056] The weight of the edge is determined based on the average travel speed of the road segment and the speed limit of the road segment.

[0057] Optionally, the dynamic route planning unit includes a shuttle bus dynamic route planning unit, which is specifically used for:

[0058] Based on the aforementioned traffic management reference information for large-scale events, the route for shuttle buses entering the venue entrance is dynamically planned; and based on the aforementioned traffic management reference information for large-scale events, the route for shuttle buses exiting the venue is dynamically planned.

[0059] Optionally, the shuttle bus dynamic route planning unit includes a route dynamic planning unit for the shuttle bus entering the venue entrance, specifically used for:

[0060] Get the current location of the shuttle bus;

[0061] If the current position of the shuttle bus is the starting position of the route planned to enter the venue entrance, or the last segment of the first n segments of the optimal route planned to enter the venue entrance last time, then the venue entrance position, shuttle bus station position, available shuttle bus lanes, and current traffic conditions of each segment in the available shuttle bus lanes are obtained based on the traffic guidance reference information for large-scale events.

[0062] A first shuttle bus road network is constructed based on the venue entrance location, shuttle bus stop location, available shuttle bus lanes, and current traffic conditions of each segment within the available shuttle bus lanes. The first shuttle bus road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends, and each edge corresponds to a weight. The nodes correspond to the intersection locations of the venue entrance location, shuttle bus stop location, and available shuttle bus lanes. Each edge corresponds to a segment of the available shuttle bus lanes. The weight corresponding to each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0063] Based on the current location of the shuttle bus, the first shuttle bus road network, and the carrying capacity ratio of each venue entrance, the shuttle bus route is planned to obtain the optimal route from the current location of the shuttle bus to the venue entrance.

[0064] The first n segments of the optimal route are provided to the shuttle bus, where n is an integer greater than or equal to 1.

[0065] Optionally, the shuttle bus dynamic route planning unit includes a route dynamic planning unit for the shuttle bus exiting the venue, specifically used for:

[0066] Get the current location of the shuttle bus;

[0067] If the current position of the shuttle bus is the starting position of the route planned to leave the venue exit, or the last segment of the first n segments of the optimal route planned to leave the venue exit last time, then the venue exit position, shuttle bus station position, available shuttle bus lanes, and current traffic conditions of each segment in the available shuttle bus lanes are obtained based on the traffic guidance reference information for large-scale events.

[0068] A second shuttle bus road network is constructed based on the venue exit location, shuttle bus station location, available shuttle bus lanes, and current traffic conditions of each segment within the available shuttle bus lanes. This second shuttle bus road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends, and each edge corresponds to a weight. The nodes correspond to the venue exit location, shuttle bus station location, and the intersection corresponding to the available shuttle bus lane. Each edge corresponds to a segment of the available shuttle bus lane. The weight of each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0069] Based on the current location of the shuttle bus, the second shuttle bus road network, the number of shuttle buses required at each venue exit, and the total waiting time of passengers at each venue exit, the shuttle bus route is planned to obtain the optimal route from the current location of the shuttle bus to the shuttle bus station.

[0070] The first n segments of the optimal route are provided to the shuttle bus, where n is an integer greater than or equal to 1.

[0071] Optionally, the shuttle bus dynamic route planning unit includes a shuttle bus road network edge weight determination unit, which is specifically used for:

[0072] Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined;

[0073] The initial weights corresponding to the edges are determined based on the average travel speed of the road segment and the speed limit of the road segment.

[0074] If the road type of the road segment corresponding to the edge is a shuttle bus lane, then the weight corresponding to the edge is determined to be the initial weight. If the road type of the road segment corresponding to the edge is a private car lane, then it is determined whether the average travel speed of the road segment reaches the preset private car lane speed threshold. If the average travel speed of the road segment does not reach the preset private car lane speed threshold, then the initial weight is adjusted based on the average travel speed of the road segment and the preset private car lane speed threshold to obtain the weight corresponding to the edge. If the average travel speed of the road segment reaches the preset private car lane speed threshold, then the weight corresponding to the edge is determined to be infinity.

[0075] Optionally, the dynamic route planning unit includes a private car dynamic route planning unit, which is specifically used for:

[0076] Get the current location of the private car;

[0077] If the current location of the private car is the starting point of the route planning, or the last segment of the first n segments of the optimal route in the previous route planning, then based on the traffic diversion reference information for large-scale events, obtain the location of available parking lots for private cars, available lanes for private cars, and the current traffic conditions of each segment in the available lanes for private cars.

[0078] A private car road network is constructed based on the locations of available parking lots for private cars, available lanes for private cars, and the current traffic conditions of each segment within the available lanes. The private car road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends and a weight. The initial node is the current location of the private car, the middle node is the location of the intersection corresponding to the available lane, and the last node is the location of the available parking lot for private cars. Each edge corresponds to a segment of the available lane. The weight of each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0079] Based on the current location of the private car and the road network available for the private car, route planning is performed on the private car to obtain the optimal route from the current location of the private car to the available parking lot.

[0080] The first n segments of the optimal route are provided to the private car, where n is an integer greater than or equal to 1.

[0081] Optionally, the private car dynamic route planning unit includes a private car road network edge weight determination unit, which is specifically used for:

[0082] Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined;

[0083] The initial weights corresponding to the edges are determined based on the average travel speed of the road segment and the speed limit of the road segment.

[0084] If the road type of the road segment corresponding to the edge is a regular lane, then the weight corresponding to the edge is determined to be the initial weight. If the road type of the road segment corresponding to the edge is a shuttle bus lane, then it is determined whether the average travel speed of the road segment reaches a preset shuttle bus lane speed threshold. If the average travel speed of the road segment does not reach the preset shuttle bus lane speed threshold, then the initial weight is adjusted based on the average travel speed of the road segment and the preset shuttle bus lane speed threshold to obtain the weight corresponding to the edge. If the average travel speed of the road segment reaches the preset shuttle bus lane speed threshold, then the weight corresponding to the edge is determined to be infinity.

[0085] A traffic management device for large-scale events, including a memory and a processor;

[0086] The memory is used to store programs;

[0087] The processor is used to execute the program to implement the various steps of the traffic management method for large-scale events as described above.

[0088] A readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the various steps of the large-scale event traffic management method described above.

[0089] Based on the above technical solution, this application discloses a method, apparatus, equipment, and readable storage medium for traffic management during large-scale events. In this solution, during large-scale events, personalized dynamic route planning can be performed for special vehicles, shuttle buses, and private cars based on road information around the event venue, traffic conditions of the roads around the event venue, status of shuttle bus stops around the event venue, status of parking lots around the event venue, entrance status of the event venue, and exit status of the event venue. Therefore, it has high reliability and avoids traffic accidents. Attached Figure Description

[0090] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0091] Figure 1 This is a flowchart illustrating a traffic management method for large-scale events disclosed in an embodiment of this application;

[0092] Figure 2 This is a schematic diagram of a traffic management device for large-scale events disclosed in an embodiment of this application;

[0093] Figure 3 This is a hardware structure block diagram of a traffic management device for large-scale events provided in an embodiment of this application. Detailed Implementation

[0094] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0095] To better understand the technical solution of this application, the inventors first provide a brief introduction to existing traffic management methods for large-scale events, as follows:

[0096] Existing methods for managing traffic during large-scale events can be broadly categorized into three types: public transportation management, venue planning, and traffic simulation. Public transportation management analyzes passenger flow and public transportation networks to alleviate traffic congestion during events through effective public transportation management. However, this approach has drawbacks: event participants come from all corners of the city, making their origins and numbers difficult to predict; furthermore, while public transportation management can alleviate traffic congestion to some extent, it is less effective at managing traffic pressure from private vehicles. Venue planning requires thorough consideration of the venue's intended use and surrounding transportation facilities before construction, involving strict planning for venue entrances, venue locations, and parking lot locations. This approach is a preventative measure, and once finalized, modifications are difficult, especially since surrounding transportation facilities and road planning are not static. Traffic simulation methods simulate traffic conditions during events and use the simulation results to develop traffic management plans. While rigorous simulation design can obtain relatively accurate traffic conditions during events, it has poor handling capabilities for sudden and unforeseen traffic events and lacks real-time traffic management capabilities.

[0097] It is evident that existing traffic management methods for large-scale events are ineffective in managing traffic during such events.

[0098] In view of the problems existing in current traffic management methods for large-scale events, the inventors of this application conducted in-depth research and finally proposed a traffic management method for large-scale events. This method can realize personalized dynamic route planning for special vehicles, shuttle buses, and private cars during large-scale events based on road information, traffic conditions of roads around the event venue, status of shuttle bus stops around the event venue, parking lot status, entrance status, and exit status of the event venue. Therefore, it has high reliability and avoids traffic accidents. The following embodiments will introduce the traffic management method for large-scale events provided in this application.

[0099] Reference Figure 1 , Figure 1 This is a flowchart illustrating a traffic management method for large-scale events disclosed in an embodiment of this application. The method may include:

[0100] Step S101: Obtain traffic management reference information for large-scale events. The traffic management reference information for large-scale events includes road information around the large-scale event venue, traffic condition information of the roads around the large-scale event venue, status information of shuttle bus stations around the large-scale event venue, status information of parking lots around the large-scale event venue, status information of the entrance of the large-scale event venue, and status information of the exit of the large-scale event venue.

[0101] In this application, the road information around the large event venue is used to indicate which roads are included around the large event venue and what intersections exist between them; the traffic condition information of the roads around the large event venue is used to indicate the traffic conditions of each road; the shuttle bus station status information around the large event venue is used to indicate which shuttle bus stations are included around the large event venue, whether each shuttle bus station is available, and the number of people at each shuttle bus station; the parking lot status information around the large event venue is used to indicate which parking lots are included around the large event venue, the parking space occupancy status of each parking lot, and the type of each parking lot; the entrance status information of the large event venue is used to indicate the number of entrances to the large event venue, whether each entrance is available, and the number of people at each entrance; and the exit status information of the large event venue is used to indicate the number of exits to the large event venue, whether each exit is available, and the number of people at each exit.

[0102] Step S102: Based on the traffic management reference information for the large-scale event, perform dynamic route planning for chartered cars, shuttle buses, and private cars.

[0103] In this application, "dedicated vehicles" refers to specific types of vehicles, such as those belonging to event organizers, journalists, or other event support personnel. Based on different information in the aforementioned large-scale event traffic management reference information, different methods can be used to dynamically plan routes for dedicated vehicles, shuttle buses, and private cars, resulting in planned routes. These planned routes are then provided to the corresponding vehicles to achieve effective traffic management for large-scale events. The specific implementation methods for dynamic route planning for dedicated vehicles, shuttle buses, and private cars based on the aforementioned large-scale event traffic management reference information will be described in detail in later embodiments and will not be elaborated here.

[0104] It should be noted that in this application, the cloud control center of the vehicle-road cooperative system can assist in obtaining traffic diversion reference information for large-scale events, and based on the traffic diversion reference information for large-scale events, perform dynamic route planning for special vehicles, shuttle buses and private cars, and then the roadside equipment of the vehicle-road cooperative system provides the planned routes to the corresponding vehicles.

[0105] This embodiment discloses a traffic management method for large-scale events. During large-scale events, this method can perform personalized dynamic route planning for chartered vehicles, shuttle buses, and private cars based on road information around the event venue, traffic conditions of the roads around the event venue, status of shuttle bus stops around the event venue, parking lot status around the event venue, entrance status of the event venue, and exit status of the event venue. Therefore, it has high reliability and avoids traffic accidents.

[0106] In another embodiment of this application, a specific implementation method for dynamic route planning of special vehicles based on the traffic management reference information for large-scale events is described, which may include the following steps:

[0107] Step S201: Obtain the current location of the ride-hailing vehicle;

[0108] Step S202: If the current location of the special vehicle is the starting location of the route planning, or the last segment of the first n segments of the optimal route of the last route planning, then obtain the location of the special vehicle parking lot, the special vehicle lane, and the current traffic condition information of each segment in the special vehicle lane based on the traffic diversion reference information of the large event.

[0109] In this application, a designated parking lot for chauffeured vehicles is a parking lot specifically for chauffeured vehicles, and a designated chauffeured vehicle lane is a lane designated for priority use by chauffeured vehicles. There can be multiple chauffeured vehicle lanes. For each chauffeured vehicle lane, a preset speed threshold can be established. When the average speed of vehicles in the chauffeured vehicle lane is not lower than the preset speed threshold, shuttle buses are allowed to use the chauffeured vehicle lane. When the average speed of vehicles in the chauffeured vehicle lane is lower than the preset speed threshold, shuttle buses will no longer be allowed to use the chauffeured vehicle lane to ensure efficient passage of chauffeured vehicles. Furthermore, chauffeured vehicle lanes can be released for use as shuttle bus lanes when the event organizer confirms that there will be no demand for chauffeured vehicle passage during the current time period.

[0110] It should be noted that if the current location of the ride-hailing vehicle is a ride-hailing parking lot, no route planning will be performed for the ride-hailing vehicle.

[0111] Step S203: Construct a ride-hailing road network based on the location of the ride-hailing parking lot, the ride-hailing lane, and the current traffic conditions of each segment of the ride-hailing lane. The ride-hailing road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends and each edge corresponds to a weight. The nodes are the location of the intersection corresponding to the ride-hailing lane and the location of the ride-hailing parking lot. Each edge corresponds to a segment of the ride-hailing lane. The weight of each edge is determined based on the traffic conditions of the segment corresponding to that edge.

[0112] As one possible implementation method, the weight corresponding to each edge in the dedicated vehicle road network is determined as follows: based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined; based on the average travel speed of the road segment and the speed limit of the road segment, the weight corresponding to the edge is determined.

[0113] Specifically, average travel speed The calculation method is as follows:

[0114]

[0115] In the formula, L represents the total length of the road segment, n represents the total number of vehicles in that road segment in this statistical analysis, and t i This indicates the time taken for vehicle i to traverse this road segment;

[0116] The edge weights of road segments can be obtained from the average travel speed using the following formula:

[0117]

[0118] In the formula v max This indicates the speed limit for that road segment.

[0119] It should be noted that when the number of vehicles on a road segment is 0, the weight is 0 by default.

[0120] Step S204: Based on the current location of the ride-hailing vehicle and the road network of the ride-hailing vehicle, perform route planning for the ride-hailing vehicle to obtain the optimal route from the current location of the ride-hailing vehicle to the parking lot.

[0121] In this application, the route planning formula of the existing route planning algorithm can be used to plan the route of the ride-hailing vehicle based on the current location of the ride-hailing vehicle and the road network of the ride-hailing vehicle, so as to obtain the optimal route from the current location of the ride-hailing vehicle to the parking lot.

[0122] Step S205: Provide the first n segments of the optimal route to the dedicated vehicle, where n is an integer greater than or equal to 1.

[0123] As one possible implementation, n can be 3.

[0124] It should be noted that, in this application, the dynamic route planning for shuttle buses based on the aforementioned traffic management reference information for large-scale events includes: dynamically planning the route for shuttle buses to enter the venue entrance based on the aforementioned traffic management reference information for large-scale events; and dynamically planning the route for shuttle buses to exit the venue based on the aforementioned traffic management reference information for large-scale events.

[0125] In another embodiment of this application, the implementation method of dynamically planning the route for shuttle buses to enter the venue entrance based on the traffic management reference information for large-scale events is described. This method may include the following steps:

[0126] Step S301: Obtain the current location of the shuttle bus.

[0127] Step S302: If the current position of the shuttle bus is the starting position of the route planned to enter the venue entrance, or the last segment of the first n segments of the optimal route planned to enter the venue entrance last time, then obtain the venue entrance position, shuttle bus station position, available shuttle bus lanes, and current traffic condition information of each segment of the available shuttle bus lanes based on the traffic guidance reference information for large-scale events.

[0128] In this application, the available lanes for shuttle buses are shuttle bus lanes and private car lanes. Shuttle buses are permitted to use the private car lanes when the average speed of the private car lanes is not lower than a preset private car lane speed threshold; otherwise, shuttle buses will no longer be permitted to use the private car lanes. For shuttle bus lanes, a preset shuttle bus lane speed threshold can be established. Private cars are permitted to use the shuttle bus lanes when the average speed of the shuttle bus lanes is not lower than the preset shuttle bus lane speed threshold; otherwise, private cars will no longer be permitted to use the shuttle bus lanes.

[0129] It should be noted that if the shuttle bus is currently located at the venue entrance, no route will be planned for the shuttle bus to enter the venue entrance.

[0130] Step S303: Construct a first shuttle bus road network based on the venue entrance location, shuttle bus stop location, available shuttle bus lanes, and the current traffic conditions of each segment within the available shuttle bus lanes. The first shuttle bus road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends, and each edge corresponds to a weight. The nodes correspond to the intersection locations corresponding to the venue entrance location, shuttle bus stop location, and available shuttle bus lanes. Each edge corresponds to a segment of the available shuttle bus lanes. The weight corresponding to each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0131] As one possible implementation, the weight corresponding to each edge of the first shuttle bus road network is determined as follows: Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined; based on the average travel speed of the road segment and the speed limit of the road segment, the initial weight corresponding to the edge is determined; if the road type of the road segment corresponding to the edge is a shuttle bus lane, the weight corresponding to the edge is determined as the initial weight; if the road type of the road segment corresponding to the edge is a dedicated vehicle lane, it is determined whether the average travel speed of the road segment reaches a preset dedicated vehicle lane speed threshold; if the average travel speed of the road segment does not reach the preset dedicated vehicle lane speed threshold, the initial weight is adjusted based on the average travel speed of the road segment and the preset dedicated vehicle lane speed threshold to obtain the weight corresponding to the edge; if the average travel speed of the road segment reaches the preset dedicated vehicle lane speed threshold, the weight corresponding to the edge is determined to be infinite.

[0132] Specifically, average travel speed The calculation method is as follows:

[0133]

[0134] In the formula, L represents the total length of the road segment, n represents the total number of vehicles in that road segment in this statistical analysis, and t i This indicates the time taken for vehicle i to traverse this road segment;

[0135] The initial weights of the edges corresponding to the road segments can be obtained from the average travel speed using the following formula:

[0136]

[0137] In the formula v max This indicates the speed limit for that road segment.

[0138] It should be noted that when the number of vehicles on a road segment is 0, the initial weight is 0 by default.

[0139] If the road type corresponding to the edge is a dedicated vehicle lane, the initial weights are adjusted based on the following formula:

[0140]

[0141] In the formula, v1 represents the preset speed threshold for the dedicated vehicle lane.

[0142] Step S304: Based on the current location of the shuttle bus, the first shuttle bus road network, and the carrying capacity ratio of each venue entrance, perform route planning for the shuttle bus to obtain the optimal route from the current location of the shuttle bus to the venue entrance.

[0143] As one possible implementation method, the formula for calculating the capacity ratio of the venue entrance is as follows:

[0144]

[0145] Where, r w This represents the total number of people currently being received at the venue entrance; r represents the average number of people a single receptionist can serve per minute. h This represents the total number of people who have not yet been received at the venue entrance.

[0146] It should be noted that when dynamically planning the routes for shuttle buses to enter venue entrances, the capacity of each venue entrance needs to be considered. For venue entrances with low capacity, adjustments are made through a penalty term in the route planning formula. In this application, the capacity ratio of venue entrances can be used to characterize the capacity of venue entrances; therefore, the capacity ratio of venue entrances can be used as a penalty term in the route planning formula.

[0147] As one possible implementation method, the formula for calculating the capacity ratio of the venue entrance is as follows:

[0148]

[0149] Where, r w This represents the total number of people currently being received at the venue entrance; r represents the average number of people a single receptionist can serve per minute. h This represents the total number of people who have not yet been received at the venue entrance.

[0150] The capacity of a venue entrance can be determined based on the ratio of the venue entrance's capacity ratio to the remaining time the venue entrance is open. If the capacity reaches the capacity threshold (e.g., 0.9), the venue entrance will no longer be considered in route planning.

[0151] Step S305: Provide the first n segments of the optimal route to the shuttle bus, where n is an integer greater than or equal to 1.

[0152] In another embodiment of this application, the specific implementation method of dynamically planning the route for shuttle buses to exit the venue based on the traffic management reference information for large-scale events is described. This method may include the following steps:

[0153] Step S401: Obtain the current location of the shuttle bus.

[0154] Step S402: If the current position of the shuttle bus is the starting position of the route planned to leave the venue exit, or the last segment of the first n segments of the optimal route planned to leave the venue exit last time, then obtain the venue exit position, shuttle bus station position, available shuttle bus lanes, and current traffic condition information of each segment of the available shuttle bus lanes based on the traffic guidance reference information for large-scale events.

[0155] In this application, the available lanes for shuttle buses are shuttle bus lanes and private car lanes. Shuttle buses are permitted to use the private car lanes when the average speed of the private car lanes is not lower than a preset private car lane speed threshold; otherwise, shuttle buses will no longer be permitted to use the private car lanes. For shuttle bus lanes, a preset shuttle bus lane speed threshold can be established. Private cars are permitted to use the shuttle bus lanes when the average speed of the shuttle bus lanes is not lower than the preset shuttle bus lane speed threshold; otherwise, private cars will no longer be permitted to use the shuttle bus lanes.

[0156] It should be noted that if the current location of the shuttle bus is a shuttle bus station, no route will be planned for the shuttle bus to exit the venue.

[0157] Step S403: Construct a second shuttle bus road network based on the venue exit location, shuttle bus station location, available shuttle bus lanes, and the current traffic conditions of each segment within the available shuttle bus lanes. The second shuttle bus road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends, and each edge corresponds to a weight. The nodes correspond to the venue exit location, shuttle bus station location, and the intersection corresponding to the available shuttle bus lane. Each edge corresponds to a segment of the available shuttle bus lane. The weight corresponding to each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0158] As one possible implementation, the weight corresponding to each edge of the second shuttle bus road network is determined as follows: Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed and the speed limit of the road segment are determined; based on the average travel speed and the speed limit of the road segment, the initial weight corresponding to the edge is determined; if the road type of the road segment corresponding to the edge is a shuttle bus lane, the weight corresponding to the edge is determined as the initial weight; if the road type of the road segment corresponding to the edge is a dedicated vehicle lane, it is determined whether the average travel speed of the road segment reaches a preset dedicated vehicle lane speed threshold; if the average travel speed of the road segment does not reach the preset dedicated vehicle lane speed threshold, the initial weight is adjusted based on the average travel speed of the road segment and the preset dedicated vehicle lane speed threshold to obtain the weight corresponding to the edge; if the average travel speed of the road segment reaches the preset dedicated vehicle lane speed threshold, the weight corresponding to the edge is determined to be infinite.

[0159] Specifically, average travel speed The calculation method is as follows:

[0160]

[0161] In the formula, L represents the total length of the road segment, n represents the total number of vehicles in that road segment in this statistical analysis, and t i This indicates the time taken for vehicle i to traverse this road segment;

[0162] The initial weights of the edges corresponding to the road segments can be obtained from the average travel speed using the following formula:

[0163]

[0164] In the formula v max This indicates the speed limit for that road segment.

[0165] It should be noted that when the number of vehicles on a road segment is 0, the initial weight is 0 by default.

[0166] If the road type corresponding to the edge is a dedicated vehicle lane, the initial weights are adjusted based on the following formula:

[0167]

[0168] In the formula, v1 represents the preset speed threshold for the dedicated vehicle lane.

[0169] Step S404: Based on the current location of the shuttle bus, the second shuttle bus road network, the number of shuttle buses required at each venue exit, and the total waiting time of passengers at each venue exit, perform route planning for the shuttle bus to obtain the optimal route from the current location of the shuttle bus to the shuttle bus station.

[0170] In this application, when dynamically planning the routes for shuttle buses to exit venues, it is necessary to consider the number of shuttle buses required for each venue exit and the total waiting time for passengers at each venue exit. To enable the route planning algorithm to prioritize allocating vehicles to venue exits with more passengers or longer waiting times, two reward mechanisms are added, which can be used as reward terms in the route planning formula: the number of shuttle buses required for each venue exit and the total waiting time for passengers at each venue exit.

[0171] As one possible implementation method, the number of shuttle buses C required at the venue exit and the total waiting time T for passengers at the venue exit can be calculated using the following formula:

[0172]

[0173] T = ∑ i t i

[0174] Where c represents the current number of passengers at the exit, c v This indicates the vehicle's passenger capacity, t. i This indicates the waiting time for passenger i.

[0175] Step S405: Provide the first n segments of the optimal route to the shuttle bus, where n is an integer greater than or equal to 1.

[0176] In another embodiment of this application, the specific implementation method of dynamic route planning for private cars based on the traffic management reference information for large-scale events is described, which may include the following steps:

[0177] Step S501: Obtain the current location of the private car;

[0178] Step S502: If the current location of the private car is the starting location of the route planning, or the last segment of the first n segments of the optimal route of the last route planning, then obtain the location of the available parking lot for the private car, the available lane for the private car, and the current traffic condition information of each segment of the available lane for the private car based on the traffic diversion reference information of the large event.

[0179] In this application, the parking lot available to private cars refers to a parking lot with available parking spaces, and the lanes available to private cars include regular lanes and shuttle bus lanes. Private cars are allowed to use the shuttle bus lane when the average speed of the shuttle bus lane is not lower than the preset shuttle bus lane speed threshold; private cars are no longer allowed to use the shuttle bus lane when the average speed of the shuttle bus lane is lower than the preset shuttle bus lane speed threshold.

[0180] It should be noted that if the current location of the private car is a parking lot, no route planning will be performed for the private car.

[0181] Step S503: Construct a private car road network based on the location of available parking lots for private cars, the available lanes for private cars, and the current traffic conditions of each segment within the available lanes for private cars. The private car road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends and a weight corresponding to each edge. The initial node is the current location of the private car, the middle node is the location of the intersection corresponding to the available lane for private cars, and the last node is the location of available parking lots for private cars. Each edge corresponds to a segment of the available lanes for private cars. The weight corresponding to each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0182] As one possible implementation, the weight corresponding to each edge in the private car road network is determined as follows: Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined; based on the average travel speed of the road segment and the speed limit of the road segment, the initial weight corresponding to the edge is determined; if the road type of the road segment corresponding to the edge is a regular lane, the weight corresponding to the edge is determined as the initial weight; if the road type of the road segment corresponding to the edge is a shuttle bus lane, it is determined whether the average travel speed of the road segment reaches a preset shuttle bus lane speed threshold; if the average travel speed of the road segment does not reach the preset shuttle bus lane speed threshold, the initial weight is adjusted based on the average travel speed of the road segment and the preset shuttle bus lane speed threshold to obtain the weight corresponding to the edge; if the average travel speed of the road segment reaches the preset shuttle bus lane speed threshold, the weight corresponding to the edge is determined to be infinite.

[0183] Specifically, average travel speed The calculation method is as follows:

[0184]

[0185] In the formula, L represents the total length of the road segment, n represents the total number of vehicles in that road segment in this statistical analysis, and t i This indicates the time taken for vehicle i to traverse this road segment;

[0186] The initial weights of the edges corresponding to the road segments can be obtained from the average travel speed using the following formula:

[0187]

[0188] In the formula v max This indicates the speed limit for that road segment.

[0189] It should be noted that when the number of vehicles on a road segment is 0, the initial weight is 0 by default.

[0190] If the road type corresponding to the edge is a shuttle bus lane, the initial weights are adjusted based on the following formula:

[0191]

[0192] In the formula, v2 represents the preset speed threshold for the shuttle bus lane.

[0193] Step S504: Based on the current location of the private car and the road network available for the private car, perform route planning for the private car to obtain the optimal route from the current location of the private car to the available parking lot.

[0194] In this application, the route planning formula of the existing route planning algorithm can be used to plan the route of the private car based on the current location of the private car and the road network of the private car, so as to obtain the optimal route from the current location of the private car to the parking lot.

[0195] Step S505: Provide the first n segments of the optimal route to the private car, where n is an integer greater than or equal to 1.

[0196] In this application, different types of vehicles are linked through dedicated lanes and speed limits, which not only ensures the efficient passage of specific types of vehicles, but also maximizes the use of existing traffic resources.

[0197] The following describes the traffic management device for large events disclosed in the embodiments of this application. The traffic management device for large events described below can be referred to in correspondence with the traffic management method for large events described above.

[0198] Reference Figure 2 , Figure 2 This is a schematic diagram of a traffic management device for large-scale events disclosed in an embodiment of this application. Figure 2 As shown, the traffic management device for large events may include:

[0199] The acquisition unit 11 is used to acquire traffic diversion reference information for large-scale events. The traffic diversion reference information for large-scale events includes road information around the large-scale event venue, traffic condition information of the roads around the large-scale event venue, status information of shuttle bus stations around the large-scale event venue, status information of parking lots around the large-scale event venue, status information of the entrance of the large-scale event venue, and status information of the exit of the large-scale event venue.

[0200] The dynamic route planning unit 12 is used to perform dynamic route planning for special vehicles, shuttle buses and private cars based on the traffic diversion reference information of the large-scale event.

[0201] Optionally, the dynamic route planning unit includes a dedicated vehicle dynamic route planning unit, which is specifically used for:

[0202] Get the current location of the ride-hailing vehicle;

[0203] If the current location of the special vehicle is the starting point of the route planning, or the last segment of the first n segments of the optimal route in the previous route planning, then the location of the special vehicle parking lot, the special vehicle lane, and the current traffic conditions of each segment in the special vehicle lane are obtained based on the traffic diversion reference information for the large-scale event.

[0204] A ride-hailing road network is constructed based on the location of the ride-hailing parking lot, the ride-hailing lane, and the current traffic conditions of each segment within the ride-hailing lane. The ride-hailing road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends and corresponds to a weight. The nodes are the location of the intersection corresponding to the ride-hailing lane and the location of the ride-hailing parking lot. Each edge corresponds to a segment of the ride-hailing lane. The weight of each edge is determined based on the traffic conditions of the segment corresponding to that edge.

[0205] Based on the current location of the ride-hailing vehicle and the road network of the ride-hailing vehicle, route planning is performed on the ride-hailing vehicle to obtain the optimal route from the current location of the ride-hailing vehicle to the parking lot.

[0206] The first n segments of the optimal route are provided to the dedicated vehicle, where n is an integer greater than or equal to 1.

[0207] Optionally, the ride-hailing dynamic route planning unit includes a ride-hailing road network edge weight determination unit, wherein the ride-hailing road network edge weight determination unit:

[0208] Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined;

[0209] The weight of the edge is determined based on the average travel speed of the road segment and the speed limit of the road segment.

[0210] Optionally, the dynamic route planning unit includes a shuttle bus dynamic route planning unit, which is specifically used for:

[0211] Based on the aforementioned traffic management reference information for large-scale events, the route for shuttle buses entering the venue entrance is dynamically planned; and based on the aforementioned traffic management reference information for large-scale events, the route for shuttle buses exiting the venue is dynamically planned.

[0212] Optionally, the shuttle bus dynamic route planning unit includes a route dynamic planning unit for the shuttle bus entering the venue entrance, specifically used for:

[0213] Get the current location of the shuttle bus;

[0214] If the current position of the shuttle bus is the starting position of the route planned to enter the venue entrance, or the last segment of the first n segments of the optimal route planned to enter the venue entrance last time, then the venue entrance position, shuttle bus station position, available shuttle bus lanes, and current traffic conditions of each segment in the available shuttle bus lanes are obtained based on the traffic guidance reference information for large-scale events.

[0215] A first shuttle bus road network is constructed based on the venue entrance location, shuttle bus stop location, available shuttle bus lanes, and current traffic conditions of each segment within the available shuttle bus lanes. The first shuttle bus road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends, and each edge corresponds to a weight. The nodes correspond to the intersection locations of the venue entrance location, shuttle bus stop location, and available shuttle bus lanes. Each edge corresponds to a segment of the available shuttle bus lanes. The weight corresponding to each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0216] Based on the current location of the shuttle bus, the first shuttle bus road network, and the carrying capacity ratio of each venue entrance, the shuttle bus route is planned to obtain the optimal route from the current location of the shuttle bus to the venue entrance.

[0217] The first n segments of the optimal route are provided to the shuttle bus, where n is an integer greater than or equal to 1.

[0218] Optionally, the shuttle bus dynamic route planning unit includes a route dynamic planning unit for the shuttle bus exiting the venue, specifically used for:

[0219] Get the current location of the shuttle bus;

[0220] If the current position of the shuttle bus is the starting position of the route planned to leave the venue exit, or the last segment of the first n segments of the optimal route planned to leave the venue exit last time, then the venue exit position, shuttle bus station position, available shuttle bus lanes, and current traffic conditions of each segment in the available shuttle bus lanes are obtained based on the traffic guidance reference information for large-scale events.

[0221] A second shuttle bus road network is constructed based on the venue exit location, shuttle bus station location, available shuttle bus lanes, and current traffic conditions of each segment within the available shuttle bus lanes. This second shuttle bus road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends, and each edge corresponds to a weight. The nodes correspond to the venue exit location, shuttle bus station location, and the intersection corresponding to the available shuttle bus lane. Each edge corresponds to a segment of the available shuttle bus lane. The weight of each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0222] Based on the current location of the shuttle bus, the second shuttle bus road network, the number of shuttle buses required at each venue exit, and the total waiting time of passengers at each venue exit, the shuttle bus route is planned to obtain the optimal route from the current location of the shuttle bus to the shuttle bus station.

[0223] The first n segments of the optimal route are provided to the shuttle bus, where n is an integer greater than or equal to 1.

[0224] Optionally, the shuttle bus dynamic route planning unit includes a shuttle bus road network edge weight determination unit, which is specifically used for:

[0225] Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined;

[0226] The initial weights corresponding to the edges are determined based on the average travel speed of the road segment and the speed limit of the road segment.

[0227] If the road type of the road segment corresponding to the edge is a shuttle bus lane, then the weight corresponding to the edge is determined to be the initial weight. If the road type of the road segment corresponding to the edge is a private car lane, then it is determined whether the average travel speed of the road segment reaches the preset private car lane speed threshold. If the average travel speed of the road segment does not reach the preset private car lane speed threshold, then the initial weight is adjusted based on the average travel speed of the road segment and the preset private car lane speed threshold to obtain the weight corresponding to the edge. If the average travel speed of the road segment reaches the preset private car lane speed threshold, then the weight corresponding to the edge is determined to be infinity.

[0228] Optionally, the dynamic route planning unit includes a private car dynamic route planning unit, which is specifically used for:

[0229] Get the current location of the private car;

[0230] If the current location of the private car is the starting point of the route planning, or the last segment of the first n segments of the optimal route in the previous route planning, then based on the traffic diversion reference information for large-scale events, obtain the location of available parking lots for private cars, available lanes for private cars, and the current traffic conditions of each segment in the available lanes for private cars.

[0231] A private car road network is constructed based on the locations of available parking lots for private cars, available lanes for private cars, and the current traffic conditions of each segment within the available lanes. The private car road network includes multiple nodes and multiple edges. Each edge has two nodes at its two ends and a weight. The initial node is the current location of the private car, the middle node is the location of the intersection corresponding to the available lane, and the last node is the location of the available parking lot for private cars. Each edge corresponds to a segment of the available lane. The weight of each edge is determined based on the traffic conditions of the segment corresponding to that edge and the lane type of that segment.

[0232] Based on the current location of the private car and the road network available for the private car, route planning is performed on the private car to obtain the optimal route from the current location of the private car to the available parking lot.

[0233] The first n segments of the optimal route are provided to the private car, where n is an integer greater than or equal to 1.

[0234] Optionally, the private car dynamic route planning unit includes a private car road network edge weight determination unit, which is specifically used for:

[0235] Based on the traffic condition information of the road segment corresponding to the edge, the average travel speed of the road segment and the speed limit of the road segment are determined;

[0236] The initial weights corresponding to the edges are determined based on the average travel speed of the road segment and the speed limit of the road segment.

[0237] If the road type of the road segment corresponding to the edge is a regular lane, then the weight corresponding to the edge is determined to be the initial weight. If the road type of the road segment corresponding to the edge is a shuttle bus lane, then it is determined whether the average travel speed of the road segment reaches a preset shuttle bus lane speed threshold. If the average travel speed of the road segment does not reach the preset shuttle bus lane speed threshold, then the initial weight is adjusted based on the average travel speed of the road segment and the preset shuttle bus lane speed threshold to obtain the weight corresponding to the edge. If the average travel speed of the road segment reaches the preset shuttle bus lane speed threshold, then the weight corresponding to the edge is determined to be infinity.

[0238] Reference Figure 3 , Figure 3 A hardware structure block diagram of a large-scale event traffic management device provided in this application embodiment is shown below. Figure 3 The hardware structure of traffic management equipment for large events may include: at least one processor 1, at least one communication interface 2, at least one memory 3 and at least one communication bus 4;

[0239] In this embodiment of the application, the number of processor 1, communication interface 2, memory 3, and communication bus 4 is at least one, and processor 1, communication interface 2, and memory 3 communicate with each other through communication bus 4;

[0240] Processor 1 may be a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention.

[0241] Memory 3 may include high-speed RAM, and may also include non-volatile memory, such as at least one disk storage device;

[0242] The memory stores a program, which the processor can call. The program is used for:

[0243] Obtain traffic management reference information for large-scale events, which includes road information around the large-scale event venue, traffic condition information of the roads around the large-scale event venue, status information of shuttle bus stations around the large-scale event venue, status information of parking lots around the large-scale event venue, status information of the entrance of the large-scale event venue, and status information of the exit of the large-scale event venue.

[0244] Based on the traffic management reference information for the large-scale event, dynamic route planning is carried out for chartered cars, shuttle buses, and private cars.

[0245] Optionally, the refined and extended functions of the program can be found in the description above.

[0246] This application embodiment also provides a readable storage medium that can store a program suitable for execution by a processor, the program being used for:

[0247] Obtain traffic management reference information for large-scale events, which includes road information around the large-scale event venue, traffic condition information of the roads around the large-scale event venue, status information of shuttle bus stations around the large-scale event venue, status information of parking lots around the large-scale event venue, status information of the entrance of the large-scale event venue, and status information of the exit of the large-scale event venue.

[0248] Based on the traffic management reference information for the large-scale event, dynamic route planning is carried out for chartered cars, shuttle buses, and private cars.

[0249] Optionally, the refined and extended functions of the program can be found in the description above.

[0250] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0251] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0252] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method of traffic management for large events, characterized by, The method comprises: acquiring large-scale event traffic diversion reference information, the large-scale event traffic diversion reference information comprising road information around a large-scale event venue, traffic condition information of roads around the large-scale event venue, shuttle bus station site state information around the large-scale event venue, parking lot state information around the large-scale event venue, entrance state information of the large-scale event venue, and exit state information of the large-scale event venue; the traffic condition information of roads around the large-scale event venue is used to indicate the traffic conditions of respective roads; the shuttle bus station site state information around the large-scale event venue is used to indicate which shuttle bus stations are included around the large-scale event venue, whether each shuttle bus station is available, and the number of people at each shuttle bus station; the parking lot state information around the large-scale event venue is used to indicate which parking lots are included around the large-scale event venue, the parking space usage of each parking lot, and the type of each parking lot; the entrance state information of the large-scale event venue is used to indicate the number of entrances of the large-scale event venue, whether each entrance is available, and the personnel condition at each entrance; and the exit state information of the large-scale event venue is used to indicate the number of exits of the large-scale event venue, whether each exit is available, and the personnel condition at each exit; based on the large-scale event traffic diversion reference information, performing dynamic route planning on special vehicles, shuttle buses, and private cars to obtain optimal routes of the respective vehicles, and providing the first n road segments of the optimal routes to the respective vehicles, the n being an integer greater than or equal to 1; wherein, based on the large-scale event traffic diversion reference information, performing dynamic route planning on special vehicles comprises: acquiring the current position of a special vehicle; if the current position of the special vehicle is the starting position of route planning, or the last road segment of the first n road segments of the optimal route of the last route planning, acquiring the parking lot position of the special vehicle, the lane of the special vehicle, and the current traffic condition information of respective road segments in the lane of the special vehicle based on the large-scale event traffic diversion reference information; constructing a special vehicle road network based on the parking lot position of the special vehicle, the lane of the special vehicle, and the current traffic condition information of respective road segments in the lane of the special vehicle, the special vehicle road network comprising a plurality of nodes and a plurality of edges, both ends of each edge being two nodes, each edge corresponding to a weight, the nodes being the positions of intersections corresponding to the lane of the special vehicle and the parking lot position of the special vehicle, each edge corresponding to a road segment of the lane of the special vehicle, and the weight of each edge being determined based on the traffic condition information of the road segment corresponding to the edge; performing route planning on the special vehicle based on the current position of the special vehicle and the special vehicle road network to obtain an optimal route from the current position of the special vehicle to the parking lot of the special vehicle; providing the first n road segments of the optimal route to the special vehicle, the n being an integer greater than or equal to 1; the weight of each edge in the special vehicle road network is determined as follows: determining the average travel speed of the road segment corresponding to the edge and the speed limit value of the road segment based on the traffic condition information of the road segment; determining the weight of the edge according to the average travel speed of the road segment and the speed limit value of the road segment.

2. The method of claim 1, wherein, The dynamic route planning for the shuttle vehicle based on the large-scale event traffic guidance reference information comprises: The dynamic route planning for the shuttle vehicle based on the large-scale event traffic guidance reference information comprises:

3. The method of claim 2, wherein, The dynamic route planning for the shuttle vehicle based on the large-scale event traffic guidance reference information comprises: Obtaining the current position of the shuttle vehicle; If the current position of the shuttle vehicle is the starting position of the route planning for the entrance of the venue, or the last road segment of the previous n road segments of the optimal route of the route planning for the entrance of the venue, obtaining the venue entrance position, the shuttle vehicle station position, the available lanes of the shuttle vehicle and the current traffic condition information of each road segment in the available lanes of the shuttle vehicle based on the large-scale event traffic guidance reference information; Constructing a first shuttle vehicle road network based on the venue entrance position, the shuttle vehicle station position, the available lanes of the shuttle vehicle and the current traffic condition information of each road segment in the available lanes of the shuttle vehicle, wherein the first shuttle vehicle road network comprises a plurality of nodes and a plurality of edges, each edge has two nodes at both ends, each edge corresponds to a weight, the nodes correspond to the venue entrance position, the shuttle vehicle station position and the intersection position corresponding to the available lanes of the shuttle vehicle, and each edge corresponds to a road segment of the available lanes of the shuttle vehicle; the weight corresponding to each edge is determined based on the traffic condition information of the road segment corresponding to the edge and the lane type of the road segment; Planning the route for the shuttle vehicle based on the current position of the shuttle vehicle, the first shuttle vehicle road network and the bearing ratio of each venue entrance, to obtain an optimal route from the current position of the shuttle vehicle to the venue entrance position; Providing the first n road segments of the optimal route to the shuttle vehicle, wherein n is an integer greater than or equal to 1.

4. The method of claim 3, wherein, The dynamic route planning for the shuttle vehicle based on the large-scale event traffic guidance reference information comprises: Obtaining the current position of the shuttle vehicle; If the current position of the shuttle vehicle is the starting position of the route planning for the entrance of the venue, or the last road segment of the previous n road segments of the optimal route of the route planning for the entrance of the venue, obtaining the venue entrance position, the shuttle vehicle station position, the available lanes of the shuttle vehicle and the current traffic condition information of each road segment in the available lanes of the shuttle vehicle based on the large-scale event traffic guidance reference information; construct a second shuttle road network based on the venue exit locations, the shuttle station locations, the available shuttle lanes, and current traffic condition information of each road segment in the available shuttle lanes, the second shuttle road network including a plurality of nodes and a plurality of edges, each edge having two nodes at two ends, and each edge corresponding to a weight, the nodes corresponding to the venue exit locations, the shuttle station locations, and locations of intersections corresponding to the available shuttle lanes, and each edge corresponding to a road segment of the available shuttle lanes, the weight of each edge being determined based on the traffic condition information of the road segment corresponding to the edge and a lane type of the road segment; plan a route for the shuttle based on the current location of the shuttle, the second shuttle road network, a required number of shuttles for each venue exit, and a total waiting time of passengers at each venue exit, to obtain an optimal route from the current location of the shuttle to the shuttle station; provide the first n road segments of the optimal route to the shuttle, n being an integer greater than or equal to 1.

5. The method of claim 4, wherein, The weight of each edge in the first shuttle road network or the second shuttle road network is determined as follows: determine an average travel speed of the road segment corresponding to the edge and a speed limit value of the road segment based on the traffic condition information of the road segment; determine an initial weight of the edge based on the average travel speed of the road segment and the speed limit value of the road segment; if the road type of the road segment corresponding to the edge is a shuttle lane, determine the weight of the edge as the initial weight, if the road type of the road segment corresponding to the edge is a private car lane, determine whether the average travel speed of the road segment reaches a preset private car lane speed threshold, if the average travel speed of the road segment does not reach the preset private car lane speed threshold, adjust the initial weight based on the average travel speed of the road segment and the preset private car lane speed threshold to obtain the weight of the edge; if the average travel speed of the road segment reaches the preset private car lane speed threshold, determine the weight of the edge as infinity.

6. The method of claim 1, wherein, perform dynamic route planning for a private car based on the large-scale event traffic diversion reference information, including: obtain a current location of the private car; if the current location of the private car is a starting location of route planning, or a last road segment in the first n road segments of an optimal route obtained in a previous route planning, obtain available parking lot locations, available private car lanes, and current traffic condition information of each road segment in the available private car lanes based on the large-scale event traffic diversion reference information; construct a private car road network based on the private car available parking lot position, the private car available lane and current traffic condition information of each section of the private car available lane, the private car road network comprising a plurality of nodes and a plurality of edges, two nodes at each end of each edge, each edge corresponding to a weight, an initial node being the current position of the private car, an intermediate node being the position of an intersection corresponding to the private car available lane, a tail node being the private car available parking lot position, each edge corresponding to a section of the private car available lane; the weight corresponding to each edge being determined based on traffic condition information of the section corresponding to the edge and the lane type of the section; perform route planning for the private car based on the current position of the private car and the private car available lane network, to obtain an optimal route from the current position of the private car to the private car available parking lot; provide the first n sections of the optimal route to the private car, n being an integer greater than or equal to 1.

7. The method of claim 6, wherein, The determination method of the weight corresponding to each edge in the private car road network is as follows: determine the average travel speed of the section and the speed limit value of the section based on the traffic condition information of the section corresponding to the edge; determine the initial weight corresponding to the edge according to the average travel speed of the section and the speed limit value of the section; if the road type of the section corresponding to the edge is a normal lane, determine the weight corresponding to the edge as the initial weight, if the road type of the section corresponding to the edge is a shuttle lane, determine whether the average travel speed of the section reaches a preset shuttle lane speed threshold, if the average travel speed of the section does not reach the preset shuttle lane speed threshold, adjust the initial weight based on the average travel speed of the section and the preset shuttle lane speed threshold to obtain the weight corresponding to the edge; if the average travel speed of the section reaches the preset shuttle lane speed threshold, determine the weight corresponding to the edge as infinity.

8. A large event traffic management device, characterized by, The device comprises: The acquisition unit is used for acquiring large-scale event traffic diversion reference information, wherein the large-scale event traffic diversion reference information comprises road information around a large-scale event venue, traffic condition information of roads around the large-scale event venue, shuttle station site state information around the large-scale event venue, parking lot state information around the large-scale event venue, entrance state information of the large-scale event venue, and exit state information of the large-scale event venue; the traffic condition information of the roads around the large-scale event venue is used for indicating traffic conditions of respective roads; the shuttle station site state information around the large-scale event venue is used for indicating which shuttle stations are included around the large-scale event venue, whether each shuttle station is available, and the number of people at each shuttle station; the parking lot state information around the large-scale event venue is used for indicating which parking lots are included around the large-scale event venue, the parking space usage of each parking lot, and the type of each parking lot; the entrance state information of the large-scale event venue is used for indicating the number of entrances of the large-scale event venue, whether each entrance is available, and the personnel condition of each entrance; and the exit state information of the large-scale event venue indicates the number of exits of the large-scale event venue, whether each exit is available, and the personnel condition of each exit; The dynamic route planning unit is used for performing dynamic route planning on a special vehicle, a shuttle vehicle, and a private vehicle based on the large-scale event traffic diversion reference information to obtain an optimal route of a corresponding vehicle, and providing the first n road sections of the optimal route to the corresponding vehicle, wherein n is an integer greater than or equal to 1; In the method, the dynamic route planning on the special vehicle based on the large-scale event traffic diversion reference information comprises the following steps: Acquiring a current position of the special vehicle; If the current position of the special vehicle is a starting position of route planning or the last road section in the first n road sections of the optimal route of the last route planning, acquiring a special vehicle parking lot position, a special vehicle lane, and current traffic condition information of respective road sections in the special vehicle lane based on the large-scale event traffic diversion reference information; Constructing a special vehicle road network based on the special vehicle parking lot position, the special vehicle lane, and the current traffic condition information of respective road sections in the special vehicle lane, wherein the special vehicle road network comprises a plurality of nodes and a plurality of edges, two nodes at two ends of each edge, a position of an intersection corresponding to the special vehicle lane and the special vehicle parking lot position as the nodes, and a road section of the special vehicle lane as each edge; and a weight corresponding to each edge is determined based on traffic condition information of a road section corresponding to the edge; Performing route planning on the special vehicle based on the current position of the special vehicle and the special vehicle road network to obtain an optimal route from the current position of the special vehicle to the special vehicle parking lot; Providing the first n road sections of the optimal route to the special vehicle, wherein n is an integer greater than or equal to 1; The weight corresponding to each edge in the special vehicle road network is determined in the following manner: Determining an average travel speed of the road section and a speed limit value of the road section based on the traffic condition information of the road section corresponding to the edge; Determining the weight corresponding to the edge according to the average travel speed of the road section and the speed limit value of the road section.

9. A mass event traffic management apparatus, characterized by, comprising a memory and a processor; the memory, configured to store a program; the processor, configured to execute the program, and realize each step of the large-scale event traffic diversion method according to any one of claims 1 to 7.

10. A readable storage medium, having stored thereon a computer program, characterized in that, the computer program, when executed by the processor, realizes each step of the large-scale event traffic diversion method according to any one of claims 1 to 7.

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