A variable lane management method, device and equipment

Abstract

The application provides a variable lane management method, device and equipment, the method comprising: for each time period in a specified statistical period, if it is determined that the time period meets a lane attribute change constraint condition, an imbalance coefficient between a left-turn lane and a straight lane is obtained, and an imbalance coefficient threshold between the left-turn lane and the straight lane is obtained; if the imbalance coefficient is not less than the imbalance coefficient threshold, an optimal lane turning configuration corresponding to the time period is determined; if there are a left-turn lane turning configuration time period and a straight lane turning configuration time period in the specified statistical period, the candidate intersection is determined as a target intersection that needs to be set with a variable lane. Through the technical solution of the application, the variable lane and the time period (the time period of the left-turn lane and the time period of the straight lane) can be accurately set, the disadvantage of insufficient utilization rate of the left-turn lane or the straight lane is effectively made up, and the utilization rate of the left-turn lane or the straight lane is higher.

Description

Technical Field

[0001] This application relates to the field of intelligent transportation, and in particular to a method, apparatus and equipment for managing variable lanes. Background Technology

[0002] Reversible lanes (also known as variable steering lanes) are mainly set up at intersections. They can dynamically adjust the lane turning function according to the unstable traffic flow of each turning lane, making up for the shortcomings of fixed turning lanes at intersections, which result in insufficient utilization of left-turn lanes or straight lanes.

[0003] For example, assuming an intersection includes lanes a1, a2, and a3, lane a1 is set as a left-turn lane, lane a3 is set as a straight-through lane, and lane a2 is set as a reversible lane. In time period b1, lane a2 can be controlled as a left-turn lane; in time period b2, lane a2 can be controlled as a straight-through lane; in time period b3, lane a2 can be controlled as a left-turn lane, and so on.

[0004] In the above method, the user sets lane a2 as a variable lane based on experience, and determines the time period for the left-turn lane and the straight lane based on experience. The setting of variable lanes and time periods may not be accurate, and cannot effectively make up for the lack of utilization of the left-turn lane or the straight lane. It may even lead to even lower utilization of the left-turn lane or the straight lane, resulting in a poor user experience. Summary of the Invention

[0005] This application provides a variable lane management method, wherein the candidate intersection includes K candidate lanes, where K is a positive integer greater than 2, and the K candidate lanes include left-turn lanes and straight-ahead lanes. The method includes:

[0006] For each time period within a specified statistical period, if it is determined that the time period meets the lane attribute change constraint, then the imbalance coefficient between the left-turn lane and the straight lane is obtained, and the imbalance coefficient threshold between the left-turn lane and the straight lane is obtained; wherein, if the road service quality of the first type of lane is greater than the road service quality of the second type of lane, then the imbalance coefficient threshold is used to ensure that after n first type lanes are converted into second type lanes, the road service quality of the first type lane is not less than the road service quality of the second type lane.

[0007] If the imbalance coefficient is not less than the imbalance coefficient threshold, then the optimal lane turning configuration corresponding to the time period is determined; wherein, if the first type of lane is a left-turn lane and the second type of lane is a straight lane, then the optimal lane turning configuration is a left-turn lane turning configuration; if the first type of lane is a straight lane and the second type of lane is a left-turn lane, then the optimal lane turning configuration is a straight lane turning configuration.

[0008] If there is a time period for left-turn lane configuration and a time period for straight-ahead lane configuration within the specified statistical period, then the candidate intersection will be determined as the target intersection for which variable lanes need to be set.

[0009] This application provides a variable lane management device. The candidate intersection includes K candidate lanes, where K is a positive integer greater than 2. The K candidate lanes include left-turn lanes and straight-ahead lanes. The device includes:

[0010] The acquisition module is used to, for each time period within a specified statistical period, if it is determined that the time period meets the lane attribute change constraint, acquire the imbalance coefficient between the left-turn lane and the straight lane, and acquire the imbalance coefficient threshold between the left-turn lane and the straight lane; if the road service quality of the first type of lane is greater than the road service quality of the second type of lane, the imbalance coefficient threshold is used to ensure that after n first type lanes are converted into second type lanes, the road service quality of the first type lane is not less than the road service quality of the second type lane.

[0011] The determining module is used to determine the optimal lane turning configuration corresponding to the time period if the imbalance coefficient is not less than the imbalance coefficient threshold; wherein, if the first type of lane is a left-turn lane and the second type of lane is a straight lane, the optimal lane turning configuration is the left-turn lane turning configuration; if the first type of lane is a straight lane and the second type of lane is a left-turn lane, the optimal lane turning configuration is the straight lane turning configuration.

[0012] The processing module is used to determine the candidate intersection as the target intersection for which a variable lane needs to be set if there is a time period for left-turn lane configuration and a time period for straight lane configuration within a specified statistical period.

[0013] This application provides an electronic device, including: a processor and a machine-readable storage medium, the machine-readable storage medium storing machine-executable instructions that can be executed by the processor; the processor is used to execute the machine-executable instructions to implement the variable lane management method of the above example of this application.

[0014] As can be seen from the above technical solutions, in this embodiment, under the premise that the road service quality of the first type of lane is greater than that of the second type of lane, the imbalance coefficient threshold is used to ensure that after n first type lanes are converted into second type lanes, the road service quality of the first type lane is still not less than that of the second type of lane. In this way, by comparing the imbalance coefficient and the imbalance coefficient threshold, the optimal lane turning configuration can be accurately determined. The optimal lane turning configuration is either a left-turn lane turning configuration or a straight lane turning configuration. Then, based on the optimal lane turning configuration, a decision is made on whether to use the candidate intersection as the target intersection for setting up variable lanes. This allows for the accurate setting of variable lanes and time periods (time periods for left-turn lanes and straight lanes), effectively compensating for the shortcomings of insufficient utilization of left-turn lanes or straight lanes, resulting in higher utilization of left-turn lanes or straight lanes, a better user experience, and the rational allocation of lanes in terms of time resources. This improves the traffic capacity of intersections, transforms the function of lanes in the direction of lower traffic volume into lanes in the direction of overflowing traffic volume, balances traffic flow in both directions, and balances road space resources. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments of this application or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this application. For those skilled in the art, other drawings can be obtained based on these drawings of the embodiments of this application.

[0016] Figure 1 This is a flowchart illustrating a variable lane management method according to one embodiment of this application;

[0017] Figure 2 This is a flowchart illustrating a variable lane management method according to one embodiment of this application;

[0018] Figure 3 This is a schematic diagram of the structure of a variable lane management device according to one embodiment of this application;

[0019] Figure 4 This is a hardware structure diagram of an electronic device according to one embodiment of this application. Detailed Implementation

[0020] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to limit the application. The singular forms “a,” “the,” and “the” as used in this application and claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to any and all possible combinations comprising one or more of the associated listed items.

[0021] It should be understood that although the terms first, second, third, etc., may be used to describe various information in embodiments of this application, such information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" may also be interpreted as "when," "when," or "in response to a determination."

[0022] This application proposes a variable lane management method. The candidate intersection may include K candidate lanes, where K can be a positive integer greater than 2. The K candidate lanes may include left-turn lanes and straight-ahead lanes. See [link to relevant documentation]. Figure 1 The diagram shown is a flowchart of the variable lane management method, which may include:

[0023] Step 101: For each time period within the specified statistical period, if it is determined that the lane attribute change constraint condition is met during that time period, obtain the imbalance coefficient between the left-turn lane and the straight-ahead lane, and obtain the imbalance coefficient threshold between the left-turn lane and the straight-ahead lane. For example, if the road service quality of the first type of lane is greater than that of the second type of lane, the imbalance coefficient threshold is used to ensure that after n first-type lanes are converted to second-type lanes, the road service quality of the first-type lanes is still not less than that of the second-type lanes. Here, the first-type lane can be a left-turn lane, and the second-type lane can be a straight-ahead lane, or the first-type lane can be a straight-ahead lane, and the second-type lane can be a left-turn lane.

[0024] Step 102: If the imbalance coefficient is not less than the imbalance coefficient threshold, then determine the optimal lane turning configuration for that time period; where, if the first type of lane is a left-turn lane and the second type of lane is a straight lane, then the optimal lane turning configuration is a left-turn lane turning configuration; if the first type of lane is a straight lane and the second type of lane is a left-turn lane, then the optimal lane turning configuration is a straight lane turning configuration.

[0025] Step 103: If there is a time period for left-turn lane configuration and a time period for straight-ahead lane configuration within the specified statistical period, then the candidate intersection is determined as the target intersection for which a reversible lane needs to be set.

[0026] For example, determining that the lane attribute change constraint is met during a certain time period may include, but is not limited to: if the first saturation of the left-turn lane during that time period is greater than a preset saturation threshold (which can be configured based on experience), and the second saturation of the straight lane during that time period is less than a preset saturation threshold, then the lane attribute change constraint is met during that time period; or, if the first saturation of the left-turn lane during that time period is less than a preset saturation threshold, and the second saturation of the straight lane during that time period is greater than a preset saturation threshold, then the lane attribute change constraint is met during that time period.

[0027] For example, the method of determining the first saturation may include, but is not limited to: determining the first saturation based on the traffic flow corresponding to the left-turn lane within a time period, the passage time of a single vehicle corresponding to the left-turn lane, the total number of left-turn lanes, and the proportion of passage time of the left-turn lane within a time period.

[0028] For example, the second saturation may be determined by means of, but not limited to: determining the second saturation based on the traffic flow corresponding to the straight lanes within a time period, the travel time of a single vehicle corresponding to the straight lanes, the total number of straight lanes, and the proportion of travel time of the straight lanes within a time period.

[0029] For example, obtaining the imbalance coefficient between left-turn lanes and straight lanes may include, but is not limited to: determining the average traffic flow per lane in the left-turn direction based on the traffic flow corresponding to the left-turn lanes during the time period and the total number of left-turn lanes; determining the average traffic flow per lane in the straight direction based on the traffic flow corresponding to the straight lanes during the time period and the total number of straight lanes; determining the target lane traffic flow based on the sum of the average traffic flow per lane in the left-turn direction and the average traffic flow per lane in the straight direction; if the first type of lane is a left-turn lane and the second type of lane is a straight lane, the imbalance coefficient can be determined based on the average traffic flow per lane in the straight direction and the target lane traffic flow; if the first type of lane is a straight lane and the second type of lane is a left-turn lane, the imbalance coefficient can be determined based on the average traffic flow per lane in the left-turn direction and the target lane traffic flow.

[0030] For example, the road service quality of the first type of lane is greater than that of the second type of lane, which may include: the saturation of the first type of lane in a time period is less than that of the second type of lane in a time period; the imbalance coefficient threshold is used to ensure that after n first type lanes are converted into second type lanes, the road service quality of the first type of lanes is not less than that of the second type of lanes, which may include: after n first type lanes are converted into second type lanes, n is less than the total number of first type lanes, and the saturation of the first type of lane in a time period is less than or equal to the saturation of the second type of lane in a time period.

[0031] For example, obtaining the imbalance coefficient threshold between left-turn lanes and straight lanes may include, but is not limited to: determining a left-turn reference value based on the total number of left-turn lanes, the total number of straight lanes, the number of turning lanes (n), the proportion of straight lane travel time in the time period, and the travel time of a single vehicle corresponding to a left-turn lane; determining a straight-going reference value based on the total number of straight lanes, the total number of left-turn lanes, the number of turning lanes (n), the proportion of left-turn lane travel time in the time period, and the travel time of a single vehicle corresponding to a straight lane; and determining a target coefficient value based on the left-turn reference value and the straight-going reference value; if the first type of lane is a left-turn lane and the second type of lane is a straight lane, then the imbalance coefficient threshold is determined based on the left-turn reference value and the target coefficient value; if the first type of lane is a straight lane and the second type of lane is a left-turn lane, then the imbalance coefficient threshold is determined based on the straight-going reference value and the target coefficient value.

[0032] For example, after identifying the candidate intersection as the target intersection where variable lanes need to be set, for the first time period of the corresponding left-turn lane turning configuration, n left-turn lanes out of all left-turn lanes can be set as variable lanes, and the variable lanes can be controlled as straight lanes; for the second time period of the corresponding straight lane turning configuration, n straight lanes out of all straight lanes can be set as variable lanes, and the variable lanes can be controlled as left-turn lanes, where n can be the number of turning lanes.

[0033] As can be seen from the above technical solutions, in this embodiment, under the premise that the road service quality of the first type of lane is greater than that of the second type of lane, the imbalance coefficient threshold is used to ensure that after n first type lanes are converted into second type lanes, the road service quality of the first type lane is still not less than that of the second type of lane. In this way, by comparing the imbalance coefficient and the imbalance coefficient threshold, the optimal lane turning configuration can be accurately determined. The optimal lane turning configuration is either a left-turn lane turning configuration or a straight lane turning configuration. Then, based on the optimal lane turning configuration, a decision is made on whether to use the candidate intersection as the target intersection for setting up variable lanes. This allows for the accurate setting of variable lanes and time periods (time periods for left-turn lanes and straight lanes), effectively compensating for the shortcomings of insufficient utilization of left-turn lanes or straight lanes, resulting in higher utilization of left-turn lanes or straight lanes, a better user experience, and the rational allocation of lanes in terms of time resources. This improves the traffic capacity of intersections, transforms the function of lanes in the direction of lower traffic volume into lanes in the direction of overflowing traffic volume, balances traffic flow in both directions, and balances road space resources.

[0034] The technical solutions of the embodiments of this application will be described below in conjunction with specific application scenarios.

[0035] This application proposes a variable lane management method that can accurately set variable lanes (also known as variable directional lanes) and time periods (such as the time periods for left-turn lanes and straight lanes) based on an imbalance coefficient threshold. This method can effectively compensate for the lack of utilization of left-turn lanes or straight lanes, resulting in higher utilization of left-turn lanes or straight lanes and improved user experience.

[0036] For example, candidate intersections can be selected from all intersections (such as crossroads). (In this embodiment, an intersection refers to an entrance in one direction, not an intersection in multiple directions.) A candidate intersection can include K candidate lanes, where K can be a positive integer greater than 2. The K candidate lanes include left-turn lanes and straight-ahead lanes. Right-turn lanes are not considered candidate lanes. In other words, intersections with a total number of left-turn and straight-ahead lanes greater than 2 can be considered candidate intersections. The number of right-turn lanes in a candidate intersection is not limited in this embodiment. For instance, if intersection a1 includes one left-turn lane and one straight-ahead lane, intersection a1 is not considered a candidate intersection. If intersection a2 includes one left-turn lane and two straight-ahead lanes, intersection a2 is considered a candidate intersection. If intersection a3 includes two left-turn lanes and one straight-ahead lane, intersection a3 is considered a candidate intersection. If intersection a4 includes two or more left-turn lanes and two or more straight-ahead lanes, then intersection a4 is considered a candidate intersection.

[0037] In summary, intersections with a total number of left-turn lanes and straight lanes greater than 2 can be considered as candidate intersections. Let n be the total number of left-turn lanes. L Let n be the total number of straight lanes. S So, n L +n S >2.

[0038] The variable lane management method in this embodiment is used to determine whether a candidate intersection is a target intersection for which variable lanes need to be set up. For non-candidate intersections (i.e., the total number of left-turn lanes and straight lanes is less than or equal to 2), it is not necessary to determine whether the non-candidate intersection is a target intersection for which variable lanes need to be set up. Since the processing method for each candidate intersection is the same, the following explanation will use the processing process of one candidate intersection as an example.

[0039] For example, a specified statistical period can be divided into multiple time periods. For instance, a specified statistical period can be 24 hours (i.e., one day, which can be every day from Monday to Friday or every day from Monday to Sunday). This can be divided into 24 time periods, each lasting 1 hour; or into 48 time periods, each lasting 0.5 hours; or into 12 time periods, each lasting 2 hours. There are no restrictions on this. As another example, a specified statistical period can be 5 days (Monday to Friday). This can be divided into 5 * 24 time periods, each lasting 1 hour; or into 5 * 48 time periods, each lasting 0.5 hours; or into 5 * 12 time periods, each lasting 2 hours. There are no restrictions on this. As yet another example, a specified statistical period can be 7 days (Monday to Sunday). This can be divided into 7 * 24 time periods, each lasting 1 hour. There are no restrictions on this. For example, the specified statistical period can be 2 days (Saturday to Sunday), which can be divided into 2*24 time periods, each lasting 1 hour, without any restrictions. Of course, the above are just a few examples of division methods, and there are no limitations on this method.

[0040] For each time period within a specified statistical period, historical data corresponding to that time period can be collected, such as traffic flow and travel time ratio. Based on the historical data corresponding to each time period within the specified statistical period, it can be determined whether the candidate intersection is the target intersection that needs to be set up with a reversible lane. The following explains this.

[0041] This application proposes a variable lane management method in its embodiments; see [link to relevant documentation]. Figure 2 The diagram shown illustrates the process of this variable lane management method, which may include the following steps:

[0042] Step 201: For each time period within the specified statistical period, determine the first saturation of the left-turn lane and the second saturation of the straight lane within that time period.

[0043] In one possible implementation, the first saturation of the left-turn lane in a given time period can be determined based on the traffic flow corresponding to the left-turn lane in that time period, the passage time of a single vehicle in the left-turn lane, the total number of left-turn lanes, and the proportion of passage time of the left-turn lane in that time period.

[0044] Based on the historical data corresponding to this time period, the traffic flow of the left-turn lane during this time period can be obtained. This traffic flow indicates the total number of vehicles passing through the left-turn lane during this time period. The traffic flow of the left-turn lane during this time period can be obtained based on image analysis, or other methods can be used. There are no restrictions on the method of obtaining this traffic flow.

[0045] The single vehicle passage time corresponding to the left-turn lane can also be called the saturation headway (in seconds), which represents the time interval between two vehicles passing through the left-turn lane consecutively. For example, if vehicle A and vehicle B pass through the left-turn lane consecutively, then the time interval between the time when vehicle A passes through the left-turn lane and the time when vehicle B passes through the left-turn lane is used as the single vehicle passage time. The single vehicle passage time can be a threshold configured based on experience or a value obtained by using a certain algorithm, and there is no restriction on this.

[0046] The total number of left-turn lanes represents the actual number of left-turn lanes at the candidate intersection, which is a known value. Let n be the total number of left-turn lanes. L For example, the total number of left-turn lanes can be 1, 2, 3, etc.

[0047] The proportion of time a left-turn lane can travel within a given time period can also be called the green light ratio, which represents the ratio of green light duration to total time. For example, assuming the green light ratio is 1 / 3, then for a time period of 1 hour (3600 seconds), the travel time for the left-turn lane within that time period is 1200 seconds.

[0048] For example, formula (1) can be used to determine the first saturation of the left-turn lane in that time period. Of course, formula (1) is just an example, and there are no restrictions on how the first saturation is determined.

[0049]

[0050] In formula (1), S L V represents the first saturation level of the left-turn lane during that time period. L H represents the traffic flow of the left-turn lane during that time period. L n represents the travel time for a single vehicle in the left-turn lane. L R represents the total number of left-turn lanes. L This indicates the proportion of time the left-turn lane is open during that time period.

[0051] In summary, the traffic flow V corresponding to the left-turn lane during that time period can be used as a basis for calculation. L The single vehicle travel time H corresponding to the left-turn lane L The total number of left-turn lanes n LThe proportion of time R spent in the left-turn lane during this period L Determine the first saturation S of the left-turn lane during this time period. L .

[0052] In one possible implementation, the second saturation of the straight lanes in a given time period can be determined based on the traffic flow corresponding to the straight lanes in that time period, the travel time of a single vehicle in the straight lanes, the total number of straight lanes, and the proportion of travel time of the straight lanes in that time period.

[0053] Based on historical data for that time period, the traffic flow of the straight lanes during that period can be determined, representing the total number of vehicles passing through the straight lanes. The travel time of a single vehicle in a straight lane is also called the saturation headway. The travel time of a single vehicle in a straight lane can be the same as or different from that in a left-turn lane. The total number of straight lanes represents the actual number of straight lanes at the candidate intersection, denoted as n. S The proportion of time that the straight-ahead lanes can travel during this period is also called the green light ratio, which represents the ratio of the green light duration of the straight-ahead lanes to the total duration.

[0054] For example, formula (2) can be used to determine the second saturation of the straight lane in that time period. Of course, formula (2) is just an example, and there are no restrictions on how the second saturation is determined.

[0055]

[0056] In formula (2), S S V represents the second saturation of the straight-ahead lane during that time period. S H represents the traffic flow of the straight lane during that time period. S n represents the travel time of a single vehicle in the straight lane. S R represents the total number of straight-ahead lanes. S This indicates the proportion of time that the straight lanes will be open during that time period.

[0057] In summary, the traffic flow V corresponding to the straight lane during that time period can be used as a basis for calculation. S The travel time H of a single vehicle in a straight lane S The total number of straight lanes n S The proportion of travel time for straight lanes during this time period, R S Determine the second saturation S of the straight lane during this time period. S .

[0058] Step 202: Based on the first saturation of the left-turn lane and the second saturation of the straight lane during the time period, determine whether the lane attribute change constraint condition is met during the time period.

[0059] If yes, then step 203 can be executed; otherwise, it is determined that the optimal lane turning configuration does not correspond to the time period (i.e., neither the left-turn lane nor the straight-ahead lane turns). In other words, it is not necessary to set up a variable lane during this time period; simply keep the left-turn lane and the straight-ahead lane unchanged.

[0060] For example, traffic flow at candidate intersections may fall into the following four categories: 1. Neither the straight-ahead nor the left-turn lanes are saturated. In this case, vehicles in both lanes can pass smoothly without congestion, so the reversible lane function does not need to be changed. 2. Both the straight-ahead and left-turn lanes are oversaturated. In this case, vehicles in both lanes are queuing, resulting in congestion. Reversible lanes cannot solve the congestion, so the reversible lane function does not need to be changed. 3. The straight-ahead lanes are oversaturated, while the left-turn lanes are not (i.e., the straight-ahead lanes are overflowing, while the left-turn lanes have low traffic). This indicates that the left-turn lanes are underutilized, and the straight-ahead lanes are experiencing significant delays. In this case, the lanes in the direction with lower traffic flow can be converted to lanes in the direction with overflowing traffic flow, i.e., the left-turn lanes can be converted to straight-ahead lanes. This reversible lane function can solve the congestion, balance traffic flow in both directions, and balance road space resources. Therefore, the reversible lane function can be activated. 4. If the traffic flow in the left-turn lane is oversaturated while the traffic flow in the straight lane is not saturated (i.e., the traffic flow in the left-turn lane is overflowing while the traffic flow in the straight lane is low), it indicates that the lane utilization rate of the straight lane is insufficient and the vehicle delay in the left-turn lane is large. In this case, the function of the lane with low traffic flow can be converted to the lane with overflowing traffic flow, that is, the straight lane can be converted into a left-turn lane. This is a way to solve the congestion problem through reversible lanes. Therefore, the reversible lane function can be activated.

[0061] Based on the above four scenarios, the lane attribute change constraint can be expressed by formula (3):

[0062] (S S -s0)(S L -s0)<0 formula (3)

[0063] In formula (3), S L S represents the first saturation level of the left-turn lane during that time period. SThis represents the second saturation level of the straight-ahead lane during that time period. s0 is a preset saturation threshold, also known as the critical saturation value. The preset saturation threshold can be configured empirically, such as 0.9 or 0.95, and is not restricted in this regard. When the first saturation level is greater than the preset saturation threshold, the left-turn lane is oversaturated. When the second saturation level is greater than the preset saturation threshold, the straight-ahead lane is oversaturated. When the first saturation level is not greater than the preset saturation threshold, the left-turn lane is unsaturated. When the second saturation level is not greater than the preset saturation threshold, the straight-ahead lane is unsaturated.

[0064] In summary, in the embodiments of this application, if the first saturation S of the left-turn lane during that time period... L The saturation level is greater than the preset saturation threshold s0, and the second saturation S of the straight lane during this time period is greater than the preset saturation threshold s0. S Less than the preset saturation threshold s0, i.e. (S S -s0)(S L If -s0) < 0 is true, then the lane attribute change constraint condition is satisfied during this time period, and step 203 is executed for this time period. Alternatively, if the first saturation S of the left-turn lane during this time period is true... L The saturation level is less than the preset saturation threshold S0, and the second saturation level S of the straight lane during this time period is less than the preset saturation threshold S0. S Greater than the preset saturation threshold s0, i.e. (S S -s0)(S L If -s0) < 0 is true, then the lane attribute change constraint condition is satisfied during this time period, and step 203 is executed for this time period.

[0065] If the first saturation S of the left-turn lane during this time period L The saturation level is greater than the preset saturation threshold s0, and the second saturation S of the straight lane during this time period is greater than the preset saturation threshold s0. S Greater than the preset saturation threshold s0, i.e. (S S -s0)(S L If -s0) < 0 is not true, then it is determined that the lane attribute change constraint is not met during this time period. Therefore, it is not necessary to set up a variable lane during this time period, and the left-turn lane and the straight lane can remain unchanged.

[0066] If the first saturation S of the left-turn lane during this time period L The saturation level is less than the preset saturation threshold s0, and the second saturation S of the straight lane during this time period is less than the preset saturation threshold s0. S Less than the preset saturation threshold s0, i.e. (S S -s0)(S LIf -s0) < 0 is not true, then it is determined that the lane attribute change constraint is not met during this time period. Therefore, it is not necessary to set up a variable lane during this time period, and the left-turn lane and the straight lane can remain unchanged.

[0067] Step 203: Obtain the imbalance coefficient between the left-turn lane and the straight lane.

[0068] In one possible implementation, the degree of imbalance between left-turn lanes and straight-ahead lanes can be represented by an imbalance coefficient. The average traffic flow per lane in the left-turn direction can be determined based on the traffic flow of the left-turn lanes during that time period and the total number of left-turn lanes. The average traffic flow per lane in the straight-ahead direction can be determined based on the traffic flow of the straight-ahead lanes during that time period and the total number of straight-ahead lanes. The target lane traffic flow is determined by the sum of the average traffic flow per lane in the left-turn direction and the average traffic flow per lane in the straight-ahead direction. If the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, the imbalance coefficient is determined based on the average traffic flow per lane in the straight-ahead direction and the target lane traffic flow. If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, the imbalance coefficient is determined based on the average traffic flow per lane in the left-turn direction and the target lane traffic flow.

[0069] For example, the first type of lane can be a lane for light traffic flow, and the second type of lane can be a lane for heavy traffic flow. For instance, if the first saturation of the left-turn lane during a given time period is less than the second saturation of the straight-ahead lane during the same time period, then the first type of lane is a left-turn lane, and the second type of lane is a straight-ahead lane. If the first saturation of the left-turn lane during a given time period is greater than the second saturation of the straight-ahead lane during the same time period, then the first type of lane is a straight-ahead lane, and the second type of lane is a left-turn lane.

[0070] For example, the degree of imbalance between left-turn lanes and straight-ahead lanes can be measured by an imbalance coefficient k. d Let k represent the imbalance coefficient. d The calculation method can be found in formula (4). Of course, formula (4) is just an example. In this embodiment, the imbalance coefficient k is used. d There are no restrictions on the calculation method.

[0071]

[0072] In formula (4), if the first type of lane is a left-turn lane and the second type of lane is a straight-through lane, then the average flow rate per lane in the heavy traffic flow direction is the average flow rate per lane in the straight-through direction, and the average flow rate per lane in the light traffic flow direction is the average flow rate per lane in the left-turn direction. The sum of the average flow rate per lane in the light traffic flow direction and the average flow rate per lane in the heavy traffic flow direction is the target lane flow rate. Obviously, the imbalance coefficient k can be determined based on the average flow rate per lane in the straight-through direction and the target lane flow rate. dIf the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, then the average traffic flow per lane in the heavy traffic flow direction is equal to the average traffic flow per lane in the left-turn direction, and the average traffic flow per lane in the light traffic flow direction is equal to the average traffic flow per lane in the straight-ahead direction. The sum of the average traffic flow per lane in the light traffic flow direction and the average traffic flow per lane in the heavy traffic flow direction is the target lane flow. Obviously, the imbalance coefficient k can be determined based on the average traffic flow per lane in the left-turn direction and the target lane flow. d .

[0073] For example, if the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, the imbalance coefficient k d The calculation method can be found in formula (5). Of course, formula (5) is just an example.

[0074]

[0075] In formula (5), V S n represents the traffic flow of the straight lane during that time period. S V represents the total number of straight-ahead lanes. S / n S This represents the average traffic flow per lane in the straight-ahead direction, determined based on the traffic flow of the straight-ahead lanes during that time period and the total number of straight-ahead lanes. V L n represents the traffic flow of the left-turn lane during that time period. L V represents the total number of left-turn lanes. L / n L This represents the average traffic flow per lane in the left-turn direction, determined based on the traffic flow of the left-turn lanes during that time period and the total number of left-turn lanes. V L / n L +V S / n S The target lane flow rate is determined by the sum of the average flow rate per lane in the left-turn direction and the average flow rate per lane in the straight-ahead direction, and the imbalance coefficient is determined based on the average flow rate per lane in the straight-ahead direction and the target lane flow rate.

[0076] For example, if the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, the imbalance coefficient k d The calculation method can be found in formula (6). Of course, formula (6) is just an example.

[0077]

[0078] Obviously, the target lane flow rate is determined based on the sum of the average flow rate per lane in the left-turn direction and the average flow rate per lane in the straight direction, and the imbalance coefficient is determined based on the average flow rate per lane in the left-turn direction and the target lane flow rate.

[0079] Step 204: Obtain the threshold value of the imbalance coefficient between the left-turn lane and the straight lane.

[0080] For example, when the traffic flow between left-turn lanes and straight lanes is unbalanced, reversible lanes can be used to "lend" lanes in the light traffic flow direction to lanes in the heavy traffic flow direction. This alleviates congestion in the heavy traffic flow direction by utilizing the idle capacity of the light traffic flow direction without adding new lanes. The road service quality (GSM) of the light traffic flow direction after lane reduction should not be lower than that of the heavy traffic flow direction after lane addition. Based on this principle, in this embodiment, if the GSM of the first type of lane is greater than that of the second type of lane (the first type of lane is for light traffic flow, and the second type of lane is for heavy traffic flow), then an imbalance coefficient threshold is used to ensure that after n first-type lanes are converted to second-type lanes, the GSM of the first type of lane is still not less than that of the second type of lane.

[0081] Where n represents the number of lanes to be converted, meaning that n Class I lanes need to be converted to Class II lanes. n can be a positive integer, and n must be less than the total number of Class I lanes, meaning that not all Class I lanes can be converted to Class II lanes. n can be a value configured based on experience; for example, if one Class I lane needs to be converted to a Class II lane, then n can be 1.

[0082] In one possible implementation, road service quality can be measured by saturation. Road service quality can also be measured by other parameters; there are no limitations on this. Taking saturation as an example, assuming the first type of lane is a light traffic flow lane and the second type of lane is a heavy traffic flow lane, meaning the road service quality of the first type of lane is greater than that of the second type of lane, then the saturation of the first type of lane in that time period is less than the saturation of the second type of lane in that time period. For example, if the first saturation of the left-turn lane in that time period is less than the second saturation of the straight-ahead lane in that time period, then the road service quality of the left-turn lane is greater than that of the straight-ahead lane. Conversely, if the first saturation of the left-turn lane in that time period is greater than the second saturation of the straight-ahead lane in that time period, then the road service quality of the straight-ahead lane is greater than that of the left-turn lane.

[0083] The imbalance coefficient threshold is used to ensure that after converting n Class I lanes to Class II lanes, the road service quality of the Class I lanes is not less than that of the Class II lanes. Specifically, after converting n Class I lanes to Class II lanes, the saturation level of the Class I lanes in that time period should be less than or equal to the saturation level of the Class II lanes in that time period. For example, if the first saturation level of the left-turn lane in that time period is less than the second saturation level of the straight-ahead lane in that time period, then after converting n left-turn lanes to straight-ahead lanes, the saturation level of the left-turn lanes in that time period should be less than or equal to the second saturation level of the straight-ahead lanes in that time period. Conversely, if the first saturation level of the left-turn lane in that time period is greater than the second saturation level of the straight-ahead lanes in that time period, then after converting n straight-ahead lanes to left-turn lanes, the saturation level of the straight-ahead lanes in that time period should be less than or equal to the second saturation level of the left-turn lanes in that time period.

[0084] For example, the imbalance coefficient threshold is used to ensure that the road service quality of the first-class lanes is not less than that of the second-class lanes after n first-class lanes are converted to second-class lanes. This includes: if the imbalance coefficient is not less than the threshold X, the road service quality of the first-class lanes is not less than that of the second-class lanes after the n first-class lanes are converted to second-class lanes; however, if the imbalance coefficient is less than the threshold X, the road service quality of the first-class lanes is less than that of the second-class lanes after the n first-class lanes are converted to second-class lanes. Thus, the threshold X that satisfies the above conditions can be used as the imbalance coefficient threshold. That is, the imbalance coefficient threshold is used to ensure that the road service quality of the first-class lanes is not less than that of the second-class lanes after the n first-class lanes are converted to second-class lanes.

[0085] In one possible implementation, a left-turn reference value can be determined based on the total number of left-turn lanes, the total number of straight-ahead lanes, the number of turning lanes (n), the proportion of straight-ahead lanes' travel time within the time period, and the travel time of a single vehicle corresponding to a left-turn lane. Furthermore, a straight-ahead reference value can be determined based on the total number of straight-ahead lanes, the total number of left-turn lanes, the number of turning lanes (n), the proportion of left-turn lanes' travel time within the time period, and the travel time of a single vehicle corresponding to a straight-ahead lane. Then, a target coefficient value can be determined based on the left-turn reference value and the straight-ahead reference value. Based on this, if the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, an imbalance coefficient threshold can be determined based on the left-turn reference value and the target coefficient value. If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, an imbalance coefficient threshold can be determined based on the straight-ahead reference value and the target coefficient value.

[0086] For example, the first type of lane can be a lane for light traffic flow, and the second type of lane can be a lane for heavy traffic flow. For instance, if the first saturation of the left-turn lane during a given time period is less than the second saturation of the straight-ahead lane during the same time period, then the first type of lane is a left-turn lane, and the second type of lane is a straight-ahead lane. If the first saturation of the left-turn lane during a given time period is greater than the second saturation of the straight-ahead lane during the same time period, then the first type of lane is a straight-ahead lane, and the second type of lane is a left-turn lane.

[0087] For example, if the first type of lane is a left-turn lane and the second type of lane is a straight-through lane, the imbalance coefficient threshold... The calculation method can be found in formula (7). Of course, formula (7) is just an example.

[0088]

[0089] In formula (7), n L n represents the total number of left-turn lanes. S R represents the total number of straight-ahead lanes, n represents the number of turning lanes, and R represents the total number of turning lanes. S H represents the proportion of time spent traveling in the straight lane during that time period. L n represents the travel time for a single vehicle in the left-turn lane. L (n S -n)R S H L This represents the reference value for the left turn direction, which is determined based on the total number of left turn lanes, the total number of straight lanes, the number of turning lanes (n), the proportion of straight lanes in the time period, and the travel time of a single vehicle in the left turn lane. R L H represents the proportion of time the left-turn lane is used during that time period. S n represents the travel time of a single vehicle in the straight lane. S (n L +n)R L H S This represents the reference value for the straight-ahead direction, which is determined based on the total number of straight-ahead lanes, the total number of left-turn lanes, the number of turning lanes (n), the proportion of time left-turn lanes traveled within that time period, and the travel time of a single vehicle in a straight-ahead lane. S (n L +n)R L H S +n L (n S -n)R S H L This represents the target coefficient value, which is determined based on reference values ​​for the left-turn direction and the straight-ahead direction. Then, the imbalance coefficient threshold is determined based on the left-turn direction reference value and the target coefficient value.

[0090] For example, if the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, the imbalance coefficient threshold... The calculation method can be found in formula (8). Of course, formula (8) is just an example.

[0091]

[0092] Clearly, the target coefficient value can be determined based on the reference values ​​for the left turn direction and the straight-ahead direction. Furthermore, the imbalance coefficient threshold can be determined based on the reference values ​​for the straight-ahead direction and the target coefficient value.

[0093] In one possible implementation, taking the first type of lane as a straight-ahead lane and the second type of lane as a left-turn lane as an example, i.e., the left-turn lane is the lane in the direction of heavy traffic flow, and the imbalance coefficient threshold is applied... The derivation process will be explained. For example, the saturation of the straight lane before adjustment was: The saturation level of the left-turn lane before adjustment was: The adjusted saturation level of the straight lanes is: The adjusted saturation level of the left-turn lane is:

[0094] Based on the principle that the quality of service of a road after lane reduction in the light traffic direction should not be lower than the quality of service of a road after lane increase in the heavy traffic direction, then: S′ S ≤S′ L ,Right now Right now Suppose that at any given time V S =kV L 0≤k≤1, from the above derivation we know that: The degree of imbalance is expressed by the steering imbalance coefficient k. d The calculation method is as follows:

[0095] In summary, threshold for: This yields formula (8).

[0096] Step 205: Determine whether the imbalance coefficient is not less than the imbalance coefficient threshold.

[0097] If yes, that is, the imbalance coefficient is not less than the imbalance coefficient threshold, then proceed to step 206. If no, that is, the imbalance coefficient is less than the imbalance coefficient threshold, then it is determined that the optimal lane turning configuration does not correspond to this time period (i.e., neither the left turn lane turning configuration nor the straight lane turning configuration corresponds to this time period). In other words, it is not necessary to set up a variable lane during this time period; simply keep the left turn lane and the straight lane unchanged.

[0098] For example, if If the condition is met, it indicates that this time period is suitable for adjusting the lane steering configuration. Therefore, proceed to step 206. If this condition is not met, it means that this time period is not suitable for adjusting the lane steering configuration.

[0099] Step 206: Determine the optimal lane turning configuration for this time period. If the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, then the optimal lane turning configuration can be a left-turn lane turning configuration. If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, then the optimal lane turning configuration can be a straight-ahead lane turning configuration. Specifically, the left-turn lane turning configuration indicates that the left-turn lane is a light traffic flow direction lane, allowing it to be adjusted to a straight-ahead lane; the straight-ahead lane turning configuration indicates that the straight-ahead lane is a light traffic flow direction lane, allowing it to be adjusted to a left-turn lane.

[0100] For example, if the optimal lane turning configuration is the left-turn lane turning configuration, then the left-turn lane turning configuration can be represented as [n S -n, n L +n], meaning the left-turn lane turning configuration indicates that n left-turn lanes are adjusted to straight-ahead lanes. If the optimal lane turning configuration is the straight-ahead lane turning configuration, then the straight-ahead lane turning configuration can be represented as [n] S ++n, n L [-n] means that the straight lane turning configuration means that n straight lanes are adjusted to left turn lanes.

[0101] In one possible implementation, for each time period, lane turning configurations for multiple specified statistical periods can be statistically analyzed, such as analyzing lane turning configurations for 20 specified statistical periods within that time period. If the proportion of left-turn lane turning configurations is greater than a preset threshold, such as 70% or 80%, then the optimal lane turning configuration for that time period is determined as the left-turn lane turning configuration. If the proportion of straight-ahead lane turning configurations is greater than a preset threshold, then the optimal lane turning configuration for that time period is determined as the straight-ahead lane turning configuration. If neither the proportion of left-turn lane turning configurations nor the proportion of straight-ahead lane turning configurations is greater than a preset threshold, then it is determined that there is no optimal lane turning configuration for that time period.

[0102] For example, suppose that in the lane turning configurations corresponding to the specified statistical period of 20 periods, there are 15 left-turn lane turning configurations, 3 straight-ahead lane turning configurations, and 2 lane turning configurations that do not correspond to the optimal lane turning configuration (such as the imbalance coefficient being less than the imbalance coefficient threshold). Then, if the preset proportion threshold is 70%, the optimal lane turning configuration corresponding to the period is determined to be the left-turn lane turning configuration.

[0103] Step 207: If there is a time period for left-turn lane configuration and a time period for straight-ahead lane configuration within the specified statistical period, then the candidate intersection is determined as the target intersection for which a reversible lane needs to be set.

[0104] If the specified statistical period only has left-turn lane configurations, then all n left-turn lanes will be adjusted to straight-ahead lanes; that is, all n left-turn lanes will be fixed as straight-ahead lanes, and none of the n left-turn lanes will be set as reversible lanes. In other words, the candidate intersection will not be considered as the target intersection. Conversely, if the specified statistical period only has straight-ahead lane configurations, then all n straight-ahead lanes will be adjusted to left-turn lanes; that is, all n straight-ahead lanes will be fixed as left-turn lanes, and none of the n straight-ahead lanes will be set as reversible lanes. In other words, the candidate intersection will not be considered as the target intersection.

[0105] If a specified statistical period contains both a time period for left-turn lane configuration and a time period for straight-ahead lane configuration, then the candidate intersection can be identified as the target intersection for which reversible lanes need to be set up. Based on this, for the first time period corresponding to the left-turn lane configuration, n left-turn lanes out of all left-turn lanes can be set as reversible lanes, and these reversible lanes can be controlled to function as straight-ahead lanes. For the second time period corresponding to the straight-ahead lane configuration, n straight-ahead lanes out of all straight-ahead lanes can be set as reversible lanes, and these reversible lanes can be controlled to function as left-turn lanes, where n can be the number of lanes.

[0106] For example, in the first time period of each specified statistical period, n left-turn lanes out of all left-turn lanes at the target intersection can be set as reversible lanes, and these reversible lanes can be controlled as through lanes. There are no restrictions on the control method for these reversible lanes. In the second time period of each specified statistical period, n through lanes out of all through lanes at the target intersection can be set as reversible lanes, and these reversible lanes can be controlled as left-turn lanes. Furthermore, for other time periods besides the first and second time periods, it is not necessary to set the left-turn lanes or through lanes at the target intersection as reversible lanes.

[0107] As can be seen from the above technical solutions, in this embodiment, the imbalance coefficient threshold is used to ensure that after n first-class lanes are converted into second-class lanes, the road service quality of the first-class lanes is still not less than that of the second-class lanes. In this way, by comparing the imbalance coefficient and the imbalance coefficient threshold, the optimal lane turning configuration can be accurately obtained. Then, based on the optimal lane turning configuration, a decision can be made on whether to use the candidate intersection as the target intersection for setting up variable lanes. This allows for the accurate setting of the time periods for variable lanes, left-turn lanes, and straight lanes, effectively compensating for the shortcomings of insufficient utilization of left-turn lanes or straight lanes, resulting in higher utilization of left-turn lanes or straight lanes, a better user experience, and the rational allocation of lane time resources. This improves the traffic capacity of intersections, transforms the function of lanes in the direction of lower traffic volume into lanes in the direction of overflowing traffic volume, balances traffic flow in both directions, balances road space resources, effectively improves the automation and scientific nature of variable lane setting, and is more in line with actual traffic scenarios.

[0108] Based on the same concept as the above method, this application proposes a variable lane management device. The candidate intersection includes K candidate lanes, where K is a positive integer greater than 2. The K candidate lanes include left-turn lanes and straight-ahead lanes. See [link to relevant documentation]. Figure 3 The diagram shown is a structural schematic of the device, which includes:

[0109] The acquisition module 31 is used to, for each time period within a specified statistical period, if it is determined that the time period meets the lane attribute change constraint condition, acquire the imbalance coefficient between the left-turn lane and the straight lane, and acquire the imbalance coefficient threshold between the left-turn lane and the straight lane; if the road service quality of the first type of lane is greater than the road service quality of the second type of lane, the imbalance coefficient threshold is used to ensure that after n first type lanes are converted into second type lanes, the road service quality of the first type of lane is not less than the road service quality of the second type of lane.

[0110] The determining module 32 is used to determine the optimal lane turning configuration corresponding to the time period if the imbalance coefficient is not less than the imbalance coefficient threshold; if the first type of lane is a left-turn lane and the second type of lane is a straight lane, the optimal lane turning configuration is the left-turn lane turning configuration; if the first type of lane is a straight lane and the second type of lane is a left-turn lane, the optimal lane turning configuration is the straight lane turning configuration.

[0111] The processing module 33 is used to determine the candidate intersection as the target intersection where a variable lane needs to be set if there is a time period for left-turn lane configuration and a time period for straight lane configuration within a specified statistical period.

[0112] For example, when the acquisition module 31 determines that the time period satisfies the lane attribute change constraint, it is specifically used to: if the first saturation of the left-turn lane corresponding to the time period is greater than a preset saturation threshold, and the second saturation of the straight lane corresponding to the time period is less than a preset saturation threshold, then the time period is determined to satisfy the lane attribute change constraint; or, if the first saturation of the left-turn lane corresponding to the time period is less than a preset saturation threshold, and the second saturation of the straight lane corresponding to the time period is greater than a preset saturation threshold, then the time period is determined to satisfy the lane attribute change constraint.

[0113] For example, when the acquisition module 31 acquires the first saturation, it is specifically used to: determine the first saturation based on the traffic flow corresponding to the left-turn lane in the time period, the passage time of a single vehicle corresponding to the left-turn lane, the total number of left-turn lanes, and the proportion of passage time of the left-turn lane in the time period.

[0114] For example, when the acquisition module 31 acquires the second saturation, it is specifically used to: determine the second saturation based on the traffic flow corresponding to the straight lane in the time period, the single vehicle passage time corresponding to the straight lane, the total number of straight lanes, and the proportion of passage time of the straight lane in the time period.

[0115] For example, when the acquisition module 31 acquires the imbalance coefficient between the left-turn lane and the straight lane, it is specifically used to: determine the average traffic flow per lane in the left-turn direction based on the traffic flow corresponding to the left-turn lane in the time period and the total number of left-turn lanes; determine the average traffic flow per lane in the straight direction based on the traffic flow corresponding to the straight lane in the time period and the total number of straight lanes; determine the target lane traffic flow based on the sum of the average traffic flow per lane in the left-turn direction and the average traffic flow per lane in the straight direction; if the first type of lane is a left-turn lane and the second type of lane is a straight lane, then the imbalance coefficient is determined based on the average traffic flow per lane in the straight direction and the target lane traffic flow; if the first type of lane is a straight lane and the second type of lane is a left-turn lane, then the imbalance coefficient is determined based on the average traffic flow per lane in the left-turn direction and the target lane traffic flow.

[0116] For example, if the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, then the acquisition module 31 uses the following formula to determine the imbalance coefficient k. d : If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, then the acquisition module 31 uses the following formula to determine the imbalance coefficient k. d : Among them, V S n represents the traffic flow of the straight lane during the specified time period. SV represents the total number of straight-ahead lanes. S / n S V represents the average flow rate per lane in the straight-ahead direction. L n represents the traffic flow of the left-turn lane during the specified time period. L V represents the total number of left-turn lanes. L / n L V represents the average traffic flow per lane in the left-turn direction. L / n L +V S / n S This indicates the target lane traffic flow.

[0117] For example, the road service quality of the first type of lane is greater than that of the second type of lane, including: the saturation of the first type of lane in the time period is less than that of the second type of lane in the time period; the imbalance coefficient threshold is used to ensure that after n first type lanes are converted into second type lanes, the road service quality of the first type of lanes is not less than that of the second type of lanes, including: after converting n first type lanes into second type lanes, n is less than the total number of first type lanes, and the saturation of the first type of lane in the time period is less than or equal to the saturation of the second type of lane in the time period.

[0118] For example, when the acquisition module 31 acquires the imbalance coefficient threshold between the left-turn lane and the straight lane, it is specifically used to: determine a reference value for the left-turn direction based on the total number of left-turn lanes, the total number of straight lanes, the number of turning lanes n, the proportion of the straight lane's travel time in the time period, and the travel time of a single vehicle corresponding to the left-turn lane; determine a reference value for the straight direction based on the total number of straight lanes, the total number of left-turn lanes, the number of turning lanes n, the proportion of the left-turn lane's travel time in the time period, and the travel time of a single vehicle corresponding to the straight lane; and determine a target coefficient value based on the left-turn direction reference value and the straight direction reference value; if the first type of lane is a left-turn lane and the second type of lane is a straight lane, then the imbalance coefficient threshold is determined based on the left-turn direction reference value and the target coefficient value; if the first type of lane is a straight lane and the second type of lane is a left-turn lane, then the imbalance coefficient threshold is determined based on the straight direction reference value and the target coefficient value.

[0119] If the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, the acquisition module uses the following formula to determine the imbalance coefficient threshold. If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, the acquisition module 31 uses the following formula to determine the imbalance coefficient threshold. n L n represents the total number of left-turn lanes.S R represents the total number of straight-ahead lanes, n represents the number of turning lanes, and R represents the total number of turning lanes. S H represents the proportion of travel time for straight lanes within the stated time period. L n represents the travel time for a single vehicle in the left-turn lane. L (n S -n)R S H L R represents the reference value for the left turn direction. L H represents the proportion of time the left-turn lane takes to travel within the specified time period. S n represents the travel time of a single vehicle in the straight lane. S (n L +n)R L H S Indicates the reference value for the straight-ahead direction, n S (n L +n)R L H S +n L (n S -n)R S H L This represents the target coefficient value.

[0120] For example, after determining the candidate intersection as the target intersection where variable lanes need to be set, the processing module 33 is further configured to: for a first time period corresponding to the left-turn lane turning configuration, set n left-turn lanes among all left-turn lanes as variable lanes, and control the variable lanes as straight lanes; for a second time period corresponding to the straight lane turning configuration, set n straight lanes among all straight lanes as variable lanes, and control the variable lanes as left-turn lanes.

[0121] Based on the same concept as the above method, this application proposes an electronic device, see [link to previous application]. Figure 4 As shown, the electronic device includes a processor 41 and a machine-readable storage medium 42, the machine-readable storage medium 42 storing machine-executable instructions that can be executed by the processor 41; the processor 41 is used to execute the machine-executable instructions to implement the variable lane management method disclosed in the above example of this application.

[0122] Based on the same concept as the above method, this application also provides a machine-readable storage medium storing a plurality of computer instructions, which, when executed by a processor, can implement the variable lane management method disclosed in the above examples of this application.

[0123] The aforementioned machine-readable storage medium can be any electronic, magnetic, optical, or other physical storage device that can contain or store information, such as executable instructions, data, etc. For example, machine-readable storage media can be: RAM (Random Access Memory), volatile memory, non-volatile memory, flash memory, storage drives (such as hard disk drives), solid-state drives, any type of storage disk (such as optical discs, DVDs, etc.), or similar storage media, or combinations thereof.

[0124] The systems, devices, modules, or units described in the above embodiments can be implemented by a computer or by a product with a certain function. A typical implementation device is a computer, which can be a personal computer, laptop computer, cellular phone, camera phone, smartphone, personal digital assistant, media player, navigation device, email sending and receiving device, game console, tablet computer, wearable device, or any combination of these devices.

[0125] For ease of description, the above devices are described separately by function as various units. Of course, in implementing this application, the functions of each unit can be implemented in one or more software and / or hardware.

[0126] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, embodiments of this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0127] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0128] Furthermore, these computer program instructions can also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to operate in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in the process. Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0129] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0130] The above description is merely an embodiment of this application and is not intended to limit this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of this application should be included within the scope of the claims of this application.

Claims

1. A method for managing variable lanes, characterized in that, The candidate intersection includes K candidate lanes, where K is a positive integer greater than 2. The K candidate lanes include left-turn lanes and straight-ahead lanes. The method includes: For each time period within a specified statistical period, if it is determined that the time period meets the lane attribute change constraint, then the imbalance coefficient between the left-turn lane and the straight lane is obtained, and the imbalance coefficient threshold between the left-turn lane and the straight lane is obtained; wherein, if the road service quality of the first type of lane is greater than the road service quality of the second type of lane, then the imbalance coefficient threshold is used to ensure that after n first type lanes are converted into second type lanes, the road service quality of the first type lane is not less than the road service quality of the second type lane. If the imbalance coefficient is not less than the imbalance coefficient threshold, then the optimal lane turning configuration corresponding to the time period is determined; wherein, if the first type of lane is a left-turn lane and the second type of lane is a straight lane, then the optimal lane turning configuration is a left-turn lane turning configuration; if the first type of lane is a straight lane and the second type of lane is a left-turn lane, then the optimal lane turning configuration is a straight lane turning configuration. If there is a time period for left-turn lane configuration and a time period for straight-ahead lane configuration within the specified statistical period, then the candidate intersection will be determined as the target intersection for which variable lanes need to be set. If the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, then the imbalance coefficient threshold is determined using the following formula. : If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, then the imbalance coefficient threshold is determined using the following formula. : ; This indicates the total number of left-turn lanes. This indicates the total number of straight-ahead lanes. Indicates the number of changing lanes. This indicates the proportion of travel time for the straight-ahead lane within the stated time period. This indicates the travel time for a single vehicle in the left-turn lane. This indicates the proportion of time the left-turn lane is used within the specified time period. This indicates the travel time for a single vehicle in a straight lane.

2. The method according to claim 1, characterized in that, Determining that the time period satisfies the lane attribute change constraint includes: If the first saturation of the left-turn lane in the time period is greater than a preset saturation threshold, and the second saturation of the straight lane in the time period is less than a preset saturation threshold, then the time period is determined to satisfy the lane attribute change constraint condition; or, if the first saturation of the left-turn lane in the time period is less than a preset saturation threshold, and the second saturation of the straight lane in the time period is greater than a preset saturation threshold, then the time period is determined to satisfy the lane attribute change constraint condition.

3. The method according to claim 2, characterized in that, The method for determining the first saturation includes: determining the first saturation based on the traffic flow corresponding to the left-turn lane during the time period, the travel time of a single vehicle corresponding to the left-turn lane, the total number of left-turn lanes, and the proportion of travel time of the left-turn lane during the time period; The method for determining the second saturation includes: determining the second saturation based on the traffic flow corresponding to the straight lanes during the time period, the travel time of a single vehicle corresponding to the straight lanes, the total number of straight lanes, and the proportion of travel time of the straight lanes during the time period.

4. The method according to claim 1, characterized in that, The process of obtaining the imbalance coefficient between the left-turn lane and the straight-ahead lane includes: Based on the traffic flow of the left-turn lanes and the total number of left-turn lanes during the time period, the average traffic flow per lane in the left-turn direction is determined; based on the traffic flow of the straight lanes and the total number of straight lanes during the time period, the average traffic flow per lane in the straight direction is determined; based on the sum of the average traffic flow per lane in the left-turn direction and the average traffic flow per lane in the straight direction, the target lane traffic flow is determined. If the first type of lane is a left-turn lane and the second type of lane is a straight-through lane, then the imbalance coefficient is determined based on the average flow rate per lane in the straight-through direction and the flow rate of the target lane. If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, then the imbalance coefficient is determined based on the average traffic flow per lane in the left-turn direction and the traffic flow of the target lane.

5. The method according to claim 4, characterized in that, If the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, then the imbalance coefficient is determined using the following formula. : ; If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, then the imbalance coefficient is determined using the following formula. : ; in, This indicates the traffic flow of the straight lane during the specified time period. This indicates the total number of straight-ahead lanes. This represents the average traffic flow per lane in the straight-ahead direction. This indicates the traffic flow corresponding to the left-turn lane during the stated time period. This indicates the total number of left-turn lanes. This indicates the average traffic flow per lane in the left-turn direction. This indicates the target lane traffic flow.

6. The method according to any one of claims 1-5, characterized in that, The road service quality of the first type of lane is greater than that of the second type of lane, including: the saturation of the first type of lane is less than that of the second type of lane during the same time period. The imbalance coefficient threshold is used to ensure that after n first-class lanes are converted into second-class lanes, the road service quality of the first-class lanes is not less than that of the second-class lanes. This includes: after converting n first-class lanes into second-class lanes, n is less than the total number of first-class lanes, and the saturation of the first-class lanes in the time period is less than or equal to the saturation of the second-class lanes in the time period.

7. The method according to any one of claims 1-5, characterized in that, The process of obtaining the imbalance coefficient threshold between the left-turn lane and the straight-ahead lane includes: The reference value for the left-turn direction is determined based on the total number of left-turn lanes, the total number of straight-ahead lanes, the number of turning lanes (n), the proportion of travel time for straight-ahead lanes during the stated time period, and the travel time for a single vehicle in a left-turn lane; where... This indicates the reference value for the left turn direction; The reference value for the straight-ahead direction is determined based on the total number of straight-ahead lanes, the total number of left-turn lanes, the number of turning lanes (n), the proportion of travel time for left-turn lanes within the stated time period, and the travel time for a single vehicle in a straight-ahead lane; where... This indicates the reference value for the straight-ahead direction; The target coefficient value is determined based on the reference values ​​for the left turn direction and the straight-ahead direction; where... This represents the target coefficient value; If the first type of lane is a left-turn lane and the second type of lane is a straight-through lane, then the imbalance coefficient threshold is determined based on the left-turn direction reference value and the target coefficient value. If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, then the imbalance coefficient threshold is determined based on the straight-ahead direction reference value and the target coefficient value.

8. The method according to any one of claims 1-5, characterized in that, After determining the candidate intersection as the target intersection where a reversible lane needs to be set up, the method further includes: For the first time period corresponding to the left-turn lane turning configuration, n left-turn lanes in all left-turn lanes are set as variable lanes, and the variable lanes are controlled as straight lanes; For the second time period corresponding to the straight lane turning configuration, n straight lanes among all straight lanes are set as variable lanes, and the variable lanes are controlled as left-turn lanes.

9. A variable lane management device, characterized in that, The candidate intersection includes K candidate lanes, where K is a positive integer greater than 2. The K candidate lanes include left-turn lanes and straight-ahead lanes. The device includes: The acquisition module is used to, for each time period within a specified statistical period, if it is determined that the time period meets the lane attribute change constraint, acquire the imbalance coefficient between the left-turn lane and the straight lane, and acquire the imbalance coefficient threshold between the left-turn lane and the straight lane; if the road service quality of the first type of lane is greater than the road service quality of the second type of lane, the imbalance coefficient threshold is used to ensure that after n first type lanes are converted into second type lanes, the road service quality of the first type lane is not less than the road service quality of the second type lane. The determining module is used to determine the optimal lane turning configuration corresponding to the time period if the imbalance coefficient is not less than the imbalance coefficient threshold; wherein, if the first type of lane is a left-turn lane and the second type of lane is a straight lane, the optimal lane turning configuration is the left-turn lane turning configuration; if the first type of lane is a straight lane and the second type of lane is a left-turn lane, the optimal lane turning configuration is the straight lane turning configuration. The processing module is used to determine the candidate intersection as the target intersection where a variable lane needs to be set if there is a time period for left-turn lane configuration and a time period for straight lane configuration within a specified statistical period. Wherein, if the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, the acquisition module determines the imbalance coefficient threshold using the following formula. : If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, then the acquisition module uses the following formula to determine the imbalance coefficient threshold. : ; This indicates the total number of left-turn lanes. This indicates the total number of straight-ahead lanes. Indicates the number of changing lanes. This indicates the proportion of travel time for the straight-ahead lane within the stated time period. This indicates the travel time for a single vehicle in the left-turn lane. This indicates the proportion of time the left-turn lane is used within the specified time period. This indicates the travel time for a single vehicle in a straight lane.

10. The apparatus according to claim 9, Its features are, Specifically, when the acquisition module determines that the time period satisfies the lane attribute change constraint, it is used to: determine that the time period satisfies the lane attribute change constraint if the first saturation of the left-turn lane in the time period is greater than a preset saturation threshold and the second saturation of the straight lane in the time period is less than a preset saturation threshold; or, determine that the time period satisfies the lane attribute change constraint if the first saturation of the left-turn lane in the time period is less than a preset saturation threshold and the second saturation of the straight lane in the time period is greater than a preset saturation threshold. Specifically, when the acquisition module acquires the first saturation, it is used to: determine the first saturation based on the traffic flow corresponding to the left-turn lane in the time period, the passage time of a single vehicle corresponding to the left-turn lane, the total number of left-turn lanes, and the proportion of passage time of the left-turn lane in the time period. Specifically, when the acquisition module acquires the second saturation, it is used to: determine the second saturation based on the traffic flow corresponding to the straight lane in the time period, the passage time of a single vehicle corresponding to the straight lane, the total number of straight lanes, and the proportion of passage time of the straight lane in the time period; Specifically, when the acquisition module acquires the imbalance coefficient between the left-turn lane and the straight-ahead lane, it is used to: determine the average traffic flow per lane in the left-turn direction based on the traffic flow corresponding to the left-turn lane within the time period and the total number of left-turn lanes; determine the average traffic flow per lane in the straight-ahead direction based on the traffic flow corresponding to the straight-ahead lane within the time period and the total number of straight-ahead lanes; determine the target lane traffic flow based on the sum of the average traffic flow per lane in the left-turn direction and the average traffic flow per lane in the straight-ahead direction; if the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, then the imbalance coefficient is determined based on the average traffic flow per lane in the straight-ahead direction and the target lane traffic flow; if the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, then the imbalance coefficient is determined based on the average traffic flow per lane in the left-turn direction and the target lane traffic flow. Wherein, if the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, the acquisition module determines the imbalance coefficient using the following formula. : If the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, then the acquisition module determines the imbalance coefficient using the following formula. : ;in, This indicates the traffic flow of the straight lane during the specified time period. This indicates the total number of straight-ahead lanes. This represents the average traffic flow per lane in the straight-ahead direction. This indicates the traffic flow corresponding to the left-turn lane during the stated time period. This indicates the total number of left-turn lanes. This indicates the average traffic flow per lane in the left-turn direction. This indicates the target lane traffic flow; The road service quality of the first type of lane is greater than that of the second type of lane, including: the saturation of the first type of lane in the time period is less than that of the second type of lane in the time period; the imbalance coefficient threshold is used to ensure that after n first type lanes are converted into second type lanes, the road service quality of the first type lanes is not less than that of the second type of lanes, including: after converting n first type lanes into second type lanes, n is less than the total number of first type lanes, and the saturation of the first type of lane in the time period is less than or equal to the saturation of the second type of lane in the time period; Specifically, when the acquisition module obtains the imbalance coefficient threshold between the left-turn lane and the straight-ahead lane, it is used to: determine a reference value for the left-turn direction based on the total number of left-turn lanes, the total number of straight-ahead lanes, the number of turning lanes n, the proportion of the straight-ahead lane's travel time within the time period, and the travel time of a single vehicle corresponding to the left-turn lane; wherein... The left-turn direction reference value is represented; the straight-ahead direction reference value is determined based on the total number of straight-ahead lanes, the total number of left-turn lanes, the number of turning lanes (n), the proportion of travel time for left-turn lanes within the stated time period, and the travel time for a single vehicle in a straight-ahead lane; wherein, This represents the straight-ahead reference value; the target coefficient value is determined based on the left-turn reference value and the straight-ahead reference value; wherein, The target coefficient value is indicated; if the first type of lane is a left-turn lane and the second type of lane is a straight-ahead lane, the imbalance coefficient threshold is determined based on the left-turn direction reference value and the target coefficient value; if the first type of lane is a straight-ahead lane and the second type of lane is a left-turn lane, the imbalance coefficient threshold is determined based on the straight-ahead direction reference value and the target coefficient value. After determining the candidate intersection as the target intersection where variable lanes need to be set, the processing module is further configured to: for a first time period corresponding to the left-turn lane turning configuration, set n left-turn lanes among all left-turn lanes as variable lanes, and control the variable lanes as straight lanes; for a second time period corresponding to the straight lane turning configuration, set n straight lanes among all straight lanes as variable lanes, and control the variable lanes as left-turn lanes.

11. An electronic device, characterized in that, include: A processor and a machine-readable storage medium, the machine-readable storage medium storing machine-executable instructions that can be executed by the processor; The processor is configured to execute machine-executable instructions to implement the method according to any one of claims 1-8.

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