Closed road network reservation method, device and system

Abstract

The present disclosure provides a reservation method for a closed road network, including: determining a reservation time range suitable for the travel type according to the travel type of the traveler; merging multiple physical entrances that meet the checkpoint merging conditions in the closed road network into a comprehensive reservation entrance, and merging multiple physical exits that meet the checkpoint merging conditions into a comprehensive reservation exit according to the historical traffic flow data of the closed road network corresponding to the reservation time range; obtaining the target entrance and target exit selected by the traveler; obtaining multiple target bottleneck points selected by the traveler in the bottleneck point range associated with the target entrance to the target exit; determining the reservation priority of the traveler according to the number of reservations of the traveler for the target bottleneck points and the reservation rate of each target bottleneck point; and generating a passage plan for the traveler according to the matching between the reservation priority and the level threshold of each target bottleneck point. The present disclosure also provides a reservation device and system for a closed road network.

Description

Technical Field

[0001] The present disclosure relates to the field of traffic information technology, and in particular to a reservation method, device and system for a closed road network. Background Art

[0002] As a closed and managed road, expressways and freeways have fast driving speeds and high traffic efficiency, and can provide travelers with fast travel conditions. However, the closed nature of the closed road network has also restricted the entry and exit of vehicles, especially during the morning and evening rush hours on weekdays, holidays, and speed-limited nodes such as handling truck passage procedures or truck safety inspections. The mass travel of vehicles will at least cause congestion at the exit and entrance of the closed road section, affecting traffic efficiency.

[0003] With the rise of the concept of smart highways, mobile Internet technology, communication technology, and intelligent monitoring technology have gradually been applied to road network systems. How to combine the above emerging technologies to specifically solve the short-term aggregation problem of closed sections such as highways and expressways within the city and improve the resource utilization efficiency of small-scale closed sections is an urgent problem to be solved. Summary of the invention

[0004] In order to solve at least one of the above technical problems, the present disclosure provides a closed road network reservation method, device and system.

[0005] One aspect of the present disclosure provides a reservation method for a closed road network, comprising: determining a reservation time range suitable for a travel type according to a traveler, wherein the travel type includes a commuting type, a freight transport type, and a holiday travel type; merging multiple physical entrances that meet a checkpoint merging condition in the closed road network into a comprehensive reservation entrance, and merging multiple physical exits that meet the checkpoint merging condition into a comprehensive reservation exit according to historical contemporaneous traffic data of the closed road network corresponding to the reservation time range; obtaining a target entrance selected by the traveler in an entrance range including multiple comprehensive reservation entrances, and a target exit selected by the traveler in an exit range including multiple comprehensive reservation exits; obtaining multiple target bottleneck points selected by the traveler in a bottleneck point range associated with the target entrance to the target exit; determining a reservation priority of the traveler according to the number of reservations of the traveler for the target bottleneck points and the reservation rate of each target bottleneck point; and generating a passage plan for the traveler according to the matching between the reservation priority and the level threshold of each target bottleneck point, wherein the passage plan includes a continuous route in the closed road network, or multiple discontinuous routes in the closed road network.

[0006] In some embodiments, the reservation time range suitable for the travel type is determined based on the traveler's travel type, including: when the travel type is a commuting type, the reservation time range is the weekday commuting period; when the travel type is a cargo transportation type, the reservation time range is a preset access period, wherein the preset access period does not include the weekday commuting period; when the travel type is a holiday travel type, the reservation time range is the entire holiday period.

[0007] In some embodiments, based on the historical contemporaneous traffic data of the closed road network corresponding to the reservation time range, multiple physical entrances that meet the checkpoint merging conditions in the closed road network are merged into a comprehensive reservation entrance, and multiple physical exits that meet the checkpoint merging conditions are merged into a comprehensive reservation exit, including: setting a first formula according to the checkpoint merging conditions, the first formula characterizing the flow relationship between multiple spatially continuous physical entrances and the flow relationship between multiple spatially continuous physical exits, the checkpoint merging conditions including a merging number threshold of the physical entrances, a merging number threshold of the physical exits, and a same-direction ratio threshold; calling the first formula to analyze the historical contemporaneous traffic data, screening out multiple groups of entrance sets with associated flow direction relationships, and multiple groups of exit sets with associated flow direction relationships; and merging multiple physical entrances in the entrance set into the comprehensive reservation entrance, and merging multiple physical exits in the exit set into the comprehensive reservation exit.

[0008] In some embodiments, the first formula is:

[0009]

[0010] Wherein, m is the starting value of the physical entrance code, and the value of m ranges from 1 to Ia, and I is the total number of physical entrances in the closed road network; a is the combined number threshold of the physical entrances, and the value of a ranges from 1 to I-1; i represents the number of entries from the i-th physical entrance, i is the physical entrance code, and the value of i ranges from m to m+a; n is the starting value of the physical exit code, and the value of n ranges from 1 to Jb, and J is the total number of physical exits in the closed road network; b is the combined number threshold of the physical exits, and the value of b ranges from 1 to J-1; D j Indicated by O m To i The number of vehicles entering and exiting the jth physical exit, where j is the code of the physical exit and the value of j ranges from n to n+b; θ is the same-direction ratio threshold.

[0011] In some embodiments, the obtaining of multiple target bottleneck points selected by the traveler from the bottleneck point range associated with the target entrance to the target exit includes: when the reservation mechanism for the bottleneck points in the closed road network is a unified reservation, based on the historical contemporaneous traffic data, analyzing the degree of dependence between the various bottleneck points in the bottleneck point range, integrating the multiple bottleneck points with a degree of dependence higher than a degree threshold into a bottleneck point reservation set, and according to the traveler's selection of any of the bottleneck point reservation sets, using the bottleneck point in the bottleneck point reservation set selected by the traveler as the target bottleneck point; when the reservation mechanism for the bottleneck points is a single reservation, using the bottleneck point selected by the traveler in the bottleneck point range as the target bottleneck point.

[0012] In some embodiments, the reservation priority of the traveler is determined based on the number of reservations made by the traveler for the target bottleneck points and the reservation rate of each of the target bottleneck points, including: when the number of reservations exceeds a quantity threshold, and there is at least one target bottleneck point whose reservation rate is less than a reservation rate threshold, a first priority is configured for the traveler; when the number of reservations is less than the quantity threshold, or the reservation rate of any of the target bottleneck points is greater than the reservation rate threshold, a second priority is configured for the traveler, and the priority of the second priority is lower than the first priority.

[0013] In some embodiments, the reservation priority of the traveler is determined based on the number of reservations made by the traveler for the target bottleneck points and the reservation rate of each of the target bottleneck points, including: combining the number of reservations, the reservation rate of each of the target bottleneck points, the number of companions of the traveler and the traveler's historical fulfillment status to determine the reservation priority, including: when the number of reservations exceeds the number threshold, there is at least one of the target bottleneck points with a reservation rate less than the reservation rate threshold, the number of companions exceeds the number threshold, and the historical fulfillment status is in a good state, configuring a first priority for the traveler.

[0014] In some embodiments, generating a passage plan for the traveler based on the match between the reservation priority and the level threshold of each target bottleneck point includes: determining the level threshold of each target bottleneck point based on the reservation quota and reservation rate of each target bottleneck point; when the reservation priority reaches the level threshold of each target bottleneck point, allocating the use rights of each target bottleneck point in the reservation time period applied for by the traveler to the traveler, and generating a passage plan from the target entrance to the target exit and including all the target bottleneck points, wherein the passage plan is a continuous route in the closed road network; when the reservation priority does not reach the level threshold of any of the target bottleneck points, pushing any candidate time period in the reservation time range to the traveler, if the traveler does not generate a confirmation instruction for any of the candidate time periods, identifying the external detour section of the road network parallel to the target bottleneck point, and generating a passage plan including multiple discontinuous routes in the closed road network and at least one external detour section of the road network.

[0015] In some embodiments, including: when the travel type is the commuting type and the holiday travel type, the bottleneck points in the bottleneck point range include toll stations, ramp checkpoints, traffic merging areas, traffic diversion areas, rest areas, checkpoints, and accident points; when the travel type is the cargo transportation type, the bottleneck points include toll stations, ramp checkpoints, traffic merging areas, traffic diversion areas, rest areas, checkpoints, accident points, traffic formalities processing offices, and safety inspection areas.

[0016] In some implementations, the number of reservations for the bottleneck point in each reservation period within the reservation time range is determined by its unit traffic volume and the time granularity of the reservation period, and the unit traffic volume is: L k =N×(3600 / h)×f, where N represents the actual number of lanes at the bottleneck point, h represents the historical headway, and f represents the checkpoint correction coefficient.

[0017] In some embodiments, f = ∑λ c *f(x c ), where λ c represents the weight coefficient of the cth design influencing factor, f(x c ) represents the influence value of the cth design influencing factor, x c represents the cth design influencing factor.

[0018] In some embodiments, it also includes: when the travel type of the traveler is a commuting type, a regular reservation mechanism is triggered to open a no-application reservation window for the traveler; when the travel type of the traveler is a holiday travel type, a multi-trip synchronous reservation mechanism is triggered to open a multi-trip unified reservation window for the traveler.

[0019] In some embodiments, after generating a travel plan for the traveler, the method further includes: triggering a reward mechanism adapted to the reservation period according to the number of reservations for the reservation period in the travel plan.

[0020] In some embodiments, after generating a travel plan for the traveler, the method includes: monitoring the traveler's compliance status with the travel plan; and adjusting the traveler's reservation priority according to the compliance status.

[0021] Another aspect of the present disclosure provides a reservation device for a closed road network, comprising: a time range determination module, for determining a reservation time range suitable for a travel type according to a traveler, wherein the travel type includes a commuting type, a freight transport type, and a holiday travel type; a checkpoint merging module, for merging a plurality of physical entrances that meet checkpoint merging conditions in the closed road network into a comprehensive reservation entrance, and merging a plurality of physical exits that meet the checkpoint merging conditions into a comprehensive reservation exit according to historical contemporaneous traffic data of the closed road network corresponding to the reservation time range; and a target checkpoint acquisition module, for acquiring a target entrance selected by the traveler from an entrance range including a plurality of the comprehensive reservation entrances. and a target exit selected by the traveler from an exit range including a plurality of the comprehensive reservation exits; a bottleneck point acquisition module, used to acquire a plurality of target bottleneck points selected by the traveler from a bottleneck point range associated with the target entrance to the target exit; a priority determination module, used to determine the reservation priority of the traveler according to the number of reservations made by the traveler for the target bottleneck points and the reservation rate of each of the target bottleneck points; and a plan generation module, used to generate a passage plan for the traveler according to a match between the reservation priority and a level threshold of each of the target bottleneck points, wherein the passage plan includes a continuous route in the closed road network, or a plurality of discontinuous routes in the closed road network.

[0022] Another aspect of the present disclosure provides a reservation system for a closed road network, comprising: a reservation platform, a dispatch center and a road test verification device, wherein the reservation platform is mounted on the traveler's mobile device, and is used to provide the traveler with an application channel for a target exit, a target entrance, a target bottleneck point and a reservation time period; the dispatch center is used to execute the closed road network reservation method of any of the above-mentioned embodiments; the road test verification device is used to monitor the traveler's performance status; and the reservation platform is also used to feedback the traveler a traffic plan generated by the dispatch center. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The accompanying drawings illustrate exemplary embodiments of the present disclosure and together with the description serve to explain the principles of the present disclosure. These drawings are included to provide a further understanding of the present disclosure and are incorporated in and constitute a part of this specification.

[0024] Figure 1 A schematic diagram of the architecture of a closed road network reservation method according to an exemplary embodiment of the present disclosure.

[0025] Figure 2 It is a schematic diagram of the bayonet merging method according to an exemplary embodiment of the present disclosure.

[0026] Figure 3 Schematic diagram of traffic scheme A according to an exemplary embodiment of the present disclosure.

[0027] Figure 4 Schematic diagram of traffic plan B according to an exemplary embodiment of the present disclosure.

[0028] Figure 5 The present invention is a flow chart of a closed road network reservation method according to an exemplary embodiment of the present disclosure. DETAILED DESCRIPTION

[0029] The present disclosure is further described in detail below in conjunction with the accompanying drawings and implementations. It is understood that the specific implementations described herein are only used to explain the relevant content, rather than to limit the present disclosure. It should also be noted that, for ease of description, only the parts related to the present disclosure are shown in the accompanying drawings.

[0030] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in the present disclosure can be combined with each other. The technical solution of the present disclosure will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0031] Unless otherwise specified, the exemplary embodiments / embodiments shown will be understood as providing exemplary features of various details of some ways in which the technical concept of the present disclosure can be implemented in practice. Therefore, unless otherwise specified, the features of the various embodiments / embodiments can be combined, separated, interchanged and / or rearranged without departing from the technical concept of the present disclosure.

[0032] The terms used herein are for the purpose of describing specific embodiments, and are not intended to be restrictive. As used herein, unless the context clearly indicates otherwise, the singular forms "one (kind, person)" and "said (the)" are also intended to include plural forms. In addition, when the terms "comprise" and / or "include" and their variations are used in this specification, it is explained that there are stated features, integral bodies, steps, operations, parts, assemblies and / or their groups, but it is not excluded that there are or add one or more other features, integral bodies, steps, operations, parts, assemblies and / or their groups. It should also be noted that, as used herein, the terms "substantially", "approximately" and other similar terms are used as approximate terms and not as degree terms, so that they are used to explain the inherent deviations of the measured values, calculated values ​​and / or the values ​​provided that will be recognized by those of ordinary skill in the art.

[0033] As a closed-type managed road, expressways and other roads have fast driving speeds and high traffic efficiency, and can provide travelers with conditions for fast passage. However, the closed nature of the closed road network has also restricted the entry and exit of vehicles. How to combine targeted solutions to the short-term aggregation problem of closed sections such as expressways and expressways within the city and improve the resource utilization efficiency of small-scale closed sections is an issue that needs to be solved urgently.

[0034] Figure 1 A schematic diagram of the architecture of a closed road network reservation method according to an exemplary embodiment of the present disclosure.

[0035] In order to solve the above problems, the present disclosure provides a closed road network reservation method. Figure 1 The specific implementation mode and principle of this method are explained.

[0036] Closed road networks mainly refer to closed roads such as highways or expressways within cities, which usually have multiple physical exits and multiple physical entrances. Vehicles in a closed road network need to enter through any physical entrance and leave through any physical exit, and cannot enter and exit the road network randomly. Compared with ordinary open road networks, the driving speed and driving direction of vehicles in the section between the physical entrance and any physical exit of a closed road network are usually stable, and the traffic efficiency is high.

[0037] The physical entrance and physical exit of the closed road network are usually set up in the form of toll booths. In addition, the closed road network may also be equipped with ramp checkpoints, traffic merging areas, traffic diversion areas, rest areas, checkpoints, truck pass formalities processing areas, truck safety inspection areas and other areas that restrict vehicle driving speeds. Vehicles slowing down or stopping to wait near these areas may cause congestion. At the same time, collisions between vehicles will also cause accident points in the closed road network, and will also increase the driving speed of other vehicles, creating the risk of congestion. Therefore, in this disclosure, the aforementioned locations that may cause congestion risks are referred to as traffic bottlenecks, and travelers need to make reservations to obtain access rights at the traffic bottlenecks.

[0038] It is understandable that the bottleneck points in the closed road network do not have congestion risks at all times. Therefore, it is sufficient to provide reservation services only for peak hours that may cause congestion risks. Then, in different scenarios, the types of bottleneck points will be different, and the reservation periods set for each bottleneck point will also be different. For example, in the commuting scenario, the bottleneck points are ramp checkpoints, traffic confluence areas, traffic diversion areas, rest areas, checkpoints and accident points; the reservation period is the weekday commuting period. In the cargo transportation scenario, the bottleneck points can be added to the above-mentioned bottleneck points, such as the truck pass formalities handling area and the truck safety inspection area, where the safety inspection area is used to check the height, weight and number of trucks; the reservation period can be a preset access period, which is usually selected according to the access period of trucks by the management department, and the weekday commuting period should usually be avoided. In the holiday travel scenario, the bottleneck points are usually the same as the types and numbers of bottleneck points involved in the commuting scenario; during holidays, travelers travel randomly at any time according to their own travel needs, so the reservation period can be the entire holiday period.

[0039] According to the reservation needs in different scenarios, the reservation application of the traveler is divided into at least three travel types, namely, commuting type, cargo transportation type and holiday travel type. In order to improve the freedom of travelers to make reservations, the present disclosure determines the reservation time range of each travel type according to the peak period of congestion risk of each travel type. For example, the commuting type corresponds to the weekday commuting period, such as 7:30 to 9:30 in the morning from Monday to Friday, and 17:30 to 19:30 in the afternoon. The reservation time range of the cargo transportation type is set according to the access rules of the local management department, and at least the weekday commuting period should be avoided to avoid the interference of large vehicles on the commuting efficiency of commuters, such as 22:00 in the evening from Monday to Friday to 6:00 in the morning of the next day. Travelers of the holiday travel type have the characteristics of flexible travel, so the entire holiday period can be used as the reservation time range of this type, such as 0:00 to 24:00 on holidays, to meet the reservation needs of various travelers.

[0040] After determining the reservation time range for reservation applications of various travel types, find the historical traffic flow data corresponding to various reservation time ranges in the historical records of the closed road network to determine the traffic tidal pattern of the historical period. For example, during the weekday commuting period, the traffic direction is mostly from physical entrance 1 and physical entrance 2 in the suburbs to physical exit 3 and physical exit 4 in the city center, which proves that most of the vehicles entering from physical entrance 1 and physical entrance 2 are related in flow direction; most of the vehicles leaving from physical exit 3 and physical exit 4 are also related in flow direction.

[0041] Based on the flow relationship corresponding to the aforementioned physical entrances or physical exits, the physical entrances or physical exits with associated relationships can be merged so that travelers can enter or leave the closed road network more flexibly during the reservation process. For example, according to the above, physical entrance 1 and physical entrance 2 can be merged into a comprehensive reservation entrance, and physical exit 3 and physical exit 4 can be merged into a comprehensive reservation exit. During the reservation process, travelers only need to select the target entrance from multiple comprehensive reservation entrances and select the target exit from multiple comprehensive reservation exits; after the reservation is successful, the multiple physical entrances corresponding to the target entrance can be randomly driven into the closed road network, and similarly, the multiple physical exits corresponding to the target exit can be randomly driven out of the closed road network. It should be noted that the checkpoints merged into the same comprehensive reservation entrance or agreed to the comprehensive reservation exit have the continuity of spatial position, but the number of checkpoints set continuously can be set based on experience; the closed road network can have multiple comprehensive reservation entrances and comprehensive reservation exits.

[0042] Figure 2 It is a schematic diagram of the bayonet merging method according to an exemplary embodiment of the present disclosure.

[0043] refer to Figure 2 , assuming that a closed road network has six physical entrances, namely physical entrances 1 to 6; and six physical exits, namely physical exits 1 to 6.

[0044] Corresponding to a certain travel type (such as commuting type), in the target reservation period, the historical traffic flow data of the closed road network during the same period shows that the proportion of vehicles entering from physical entrance 4 and physical entrance 5 and leaving from physical exit 1 to physical exit 2 exceeds the same direction ratio threshold, then it is proved that there is a flow direction association between physical entrance 4 and physical entrance 5, and physical exit 1 and physical exit 2 have a flow direction association. In addition, physical entrance 4 and physical entrance 5 are set continuously in space, so the two can be merged into comprehensive reservation entrance 1; similarly, physical exit 1 and physical exit 2 are set continuously in space, so the two can be merged into comprehensive reservation exit 1. After the traveler has made a reservation for comprehensive reservation entrance 1, he can enter the closed road network from physical entrance 4 or physical entrance 5; after the traveler has made a reservation for comprehensive reservation exit 1, he can leave the closed road network from physical exit 1 and physical exit 2. Obviously, after the physical checkpoints with association and spatial continuity are merged, the reservation flexibility of the traveler is increased. In addition, travelers use comprehensive reservation entrance 1 as the target entrance, and their target exit can be any other comprehensive reservation exits in the closed road network, or any physical exit that is directly used as a reservation exit because the merging conditions are not met. There is no need to be forced to follow the tidal rules and use comprehensive reservation exit 1 as the target exit.

[0045] The following is a more detailed description of how to determine whether multiple spatially continuous physical checkpoints meet the checkpoint merging conditions.

[0046] The checkpoint merging conditions are restriction parameters that determine whether spatially continuous physical entrances or physical exits can be merged, including the physical entrance merging quantity threshold, which limits the upper limit of the number of physical entrances allowed to be merged for a single comprehensive reservation entrance; the physical exit merging quantity threshold, which limits the upper limit of the number of physical exits allowed to be merged for a single comprehensive reservation exit; and the same-direction ratio threshold, which determines the lower limit of the ratio of vehicles entering from multiple consecutive physical entrances and leaving from multiple consecutive physical exits.

[0047] Assume that the merge quantity threshold of the physical entrance in the bayonet merge condition is a, the merge quantity threshold of the physical exit is b, and the same direction ratio threshold is set to θ. Among them, a, b and θ are set based on experience and demand. According to the bayonet merge condition, set the first formula:

[0048]

[0049] In formula (1), m is the starting value of the physical entrance code, m ranges from 1 to Ia, I is the total number of physical entrances in the closed road network; a ranges from 1 to I-1; irepresents the number of entries from the i-th physical entrance, i is the physical entrance code, and the value of i ranges from m to m+a; n is the starting value of the physical exit code, and the value of n ranges from 1 to Jb, where J is the total number of physical exits in the closed road network; b ranges from 1 to J-1; D j Indicated by O m To i The number of vehicles entering and exiting the jth physical exit, where j is the code of the physical exit and the value of j ranges from n to n+b.

[0050] For example, a and b are both set to 5, and θ is set to 0.8. If m and n are both 1, then after calling formula (1) to traverse O1 to O5 and D1 to D5 recorded in the historical traffic data of the same period, it is found that only the ratio of the sum of O1 to O2 to the sum of D1 to D2 is greater than 0.8, then O1 and O2 can be merged into a comprehensive reservation entrance, and D1 and D2 can be merged into a comprehensive reservation exit. Then, update the values ​​of m and n, and re-execute the above steps until all physical entrances and all physical exits of the closed road network are traversed.

[0051] Finally, the merged comprehensive reservation entrance and comprehensive reservation exit will be used as the objects of traveler reservations; at the same time, the physical entrance and physical exit that do not meet the checkpoint merging conditions will be used as the reservation entrance and reservation exit respectively, which can also be used for traveler reservations.

[0052] When making a reservation, travelers will select a travel type on the reservation platform. Then, according to the selected travel type, the reservation time range and the checkpoint merging results are determined. That is, the travelers are shown the optional reservation time range and the optional comprehensive reservation entrance, comprehensive reservation exit, or reservation entrance and reservation exit under the current travel type.

[0053] Furthermore, the traveler will submit a reservation application, including the comprehensive reservation entrance or reservation entrance determined in the aforementioned selection range, and use this as the target entrance; the comprehensive reservation exit or reservation exit determined in the aforementioned selection range, and use this as the target exit.

[0054] Furthermore, in this method, the reservation platform will also determine the bottleneck points involved between the target entrance and the target exit, as well as the reservation rate of each bottleneck point. When pushing the bottleneck points, there are two mechanisms: one is a unified reservation mechanism, which analyzes the degree of dependence between each bottleneck point in the bottleneck point range based on historical traffic data for the same period, and integrates multiple bottleneck points with a degree of dependence higher than the threshold into a bottleneck point reservation set, so as to synchronize reservation inquiries containing multiple bottleneck point reservation sets to travelers. The other is a single reservation mechanism, which takes all the bottleneck points involved from the target entrance to the target exit as the bottleneck point range that travelers can choose from, so that travelers can choose freely.

[0055] Under the unified reservation mechanism, the traffic bottleneck points where reservations are concentrated at the same bottleneck point usually meet the reservation needs of most travelers, saving travelers the tedious process of selecting one by one, and avoiding the waste of resources at bottleneck points with low demand; under a single reservation mechanism, the personalized selection needs of travelers can be met, with greater flexibility.

[0056] According to the traveler's selection result, each bottleneck point in the selected bottleneck point reservation set is used as the target bottleneck point; or each selected bottleneck point is used as the target bottleneck point. Then, the reservation priority of the traveler is determined according to the reservation number of the target bottleneck points reserved by the traveler, the reservation rate of each target bottleneck point, the number of the traveler's companions and the traveler's historical fulfillment status.

[0057] Specifically, in order not to waste the quota of bottleneck points, priority is given to travelers who choose more target bottleneck points or have a lower reservation rate for the selected bottleneck points. Therefore, travelers who choose more target bottleneck points or have a lower reservation rate have a higher reservation priority. For example, when the number of reservations for the target bottleneck points exceeds the number threshold, and there is at least one target bottleneck point with a reservation rate lower than the reservation rate threshold, the first priority is assigned to the traveler; when the number of reservations is lower than the number threshold, or the reservation rate of any target bottleneck point is greater than the reservation rate threshold, the second priority is assigned to the traveler, and the priority of the second priority is lower than the first priority.

[0058] In some implementations, the passenger capacity of the traveler's vehicle can also be taken into account, and priority travel rights can be provided for high-load vehicles to improve the traffic efficiency of the closed road network; for example, priority needs to be given to high-load vehicles such as commuter buses, city buses, and inter-provincial cloud vehicles. It is also necessary to take into account the historical performance status of the traveler to achieve supervision of the traveler's performance process, avoid waste of resources and instability in the reservation environment due to inaccurate performance, and the ultimate goal is to improve the traffic efficiency of the closed road network. At least based on the aforementioned number of reservations for the target bottleneck point, the number of companions, and the historical performance status of the traveler, the corresponding reservation priority is set for the traveler. For example, when the number of reservations exceeds the number threshold, there is at least one target bottleneck point whose reservation rate is less than the reservation rate threshold, the number of companions exceeds the number threshold, and the historical performance status is in a good state, the first priority is configured for the traveler.

[0059] Furthermore, the remaining number of places at the target bottleneck point is determined according to the number of reservations and the reservation rate of each target bottleneck point. Then, the level threshold for reserving the bottleneck point is determined according to the remaining number of places, so that only travelers with a reservation priority higher than the level threshold can obtain the remaining number of places. The reservation priority is used as the reservation restriction for the target bottleneck point, so that the number of reservations and the reservation rate of the bottleneck point have a regulating effect on the allocation of quotas, increase the reservation success rate of travelers with a large number of reservations at the bottleneck point, and avoid the waste of resources at the bottleneck point. For example, travelers usually have a high demand for reservations at certain core bottleneck points, while the demand for ordinary bottleneck points near the core bottleneck point is relatively low. If the core bottleneck point and the ordinary bottleneck point are bound for reservation, the traveler will have the opportunity to make a reservation at the core bottleneck point only if he makes a reservation at the ordinary bottleneck point at the same time, which will increase the reservation rate of the ordinary bottleneck point and avoid waste of resources. In this way, when the core bottleneck point is full, the reservation rate of the ordinary bottleneck point can also reach at least 80% to 90%.

[0060] In some implementations, if the reservation priority of the traveler is greater than the level threshold of the target bottleneck point, the use right at the target bottleneck point can be allocated to the traveler. If the reservation priority of the traveler is less than the level threshold of the target bottleneck point, any candidate time period in the reservation time range is pushed to the traveler. If the traveler does not generate a confirmation instruction for any candidate time period, the traveler cannot obtain the use right of the bottleneck point, and a detour section outside the road network can be planned for him.

[0061] Specifically, when the traveler's reservation priority is less than the level threshold of any target bottleneck point, the traveler cannot obtain the right to use the target bottleneck point. It is necessary to match a waiting time period adjacent to or close to the reservation time period for the traveler within the reservation time range, and push the waiting time period to the traveler. If the traveler is satisfied with the waiting time period, a traffic plan C is generated to allocate the traveler the right to use the target bottleneck point in the waiting time period; otherwise, a traffic plan B is generated to allocate the traveler a detour section outside the road network for the bottleneck point in the expected time period. The waiting time period should satisfy that the level threshold of each target bottleneck point in this time period is less than the traveler's reservation priority, that is, the traveler can obtain the right to use any target bottleneck point in the waiting time period. The selectable time period is the time granularity in the reservation time range except the desired time period. For example, if the time granularity is half an hour, then in the range of 8:00 to 10:00, the time granularities include 8:00-8:30, 8:30-9:00, 9:00-9:30 and 9:30-10:00.

[0062] Figure 3 Schematic diagram of traffic plan A according to an exemplary embodiment of the present disclosure. Figure 3, if the traveler takes the comprehensive reservation entrance 1 as the target entrance and the comprehensive reservation exit 1 as the target exit, and wants to apply for the use rights of the target bottleneck point 1 and the target bottleneck point 2. At this time, through the above judgment, the reservation priority of the traveler is greater than the level threshold of the target bottleneck point 1 and the target bottleneck point 2, then the spatially continuous route A is determined to be allocated to the traveler as the passage plan A on the closed road network.

[0063] Figure 4 Schematic diagram of traffic plan B according to an exemplary embodiment of the present disclosure. Figure 4 , if the traveler takes the comprehensive reservation entrance 1 as the target entrance and the comprehensive reservation exit 1 as the target exit, and wants to apply for the use rights of the target bottleneck point 1 and the target bottleneck point 2. At this time, through the above judgment, the reservation priority of the traveler is less than the level threshold of the target bottleneck point 1, and greater than the level threshold of the target bottleneck point 2, then outside the closed road network, a detour section outside the road network is planned for him to bypass the target bottleneck point 1. The detour section outside the road network takes the physical exit 5 adjacent to the target bottleneck point 1 as the starting point and the physical entrance 6 as the end point. At the same time, the route from the comprehensive reservation entrance 1 to the physical exit 5 is taken as route B1, and the path from the physical entrance 6 to the comprehensive reservation exit 1 is taken as route B2. Then, on the closed road network, the spatially discontinuous route B1, the road network external detour section and the route B2 are allocated to the traveler as the traffic plan B. Obviously, the traffic plan can be discontinuous on the closed road network.

[0064] In addition, the traffic plan should match the expected trigger time period for each target bottleneck point based on the reservation time period proposed by the traveler.

[0065] In some embodiments, before selecting the target bottleneck point, the method also determines the reservation quotas for various bottleneck points in advance. Taking the bottleneck point as a toll station as an example, first determine the unit traffic volume of the bottleneck point:

[0066] L k =N×(3600 / h)×f, (2)

[0067] In formula (2), N represents the actual number of lanes at the bottleneck point, h represents the historical headway, and f represents the checkpoint correction coefficient.

[0068] Among them, the bayonet correction coefficient f = ∑λ c *f(x c ), λ c represents the weight coefficient of the cth design influencing factor, f(x c ) represents the influence value of the cth design influencing factor, x cIndicates the cth design influencing factor. The design influencing factors may include the number of toll gates, the type of toll gates, the width of the toll area, the length of the buffer weaving area, the type of road design upstream and downstream of the toll station, the number of lanes, the traffic composition, etc., which are not limited here.

[0069] Furthermore, the reservation quota for the bottleneck point can be calculated by multiplying the unit traffic volume of the bottleneck point by the duration of each reservation time granularity in the reservation time range.

[0070] Ramp checkpoints are similar to toll stations, but the design influencing factors also include the length of the interweaving area where the vehicle flows into the main road, the traffic volume of the main road and the auxiliary road, and the design road conditions of the upstream and downstream roads. The vehicle flow confluence area and the vehicle flow diversion area mainly consider the design influencing factors such as the proportion of the confluence and diversion flow, the length of the confluence and diversion area, the design of the upstream and downstream roads, and the number of lanes. The rest area mainly considers the design influencing factors such as the inflow and outflow flow, the length of the outflow and confluence area, the design of the upstream and downstream roads, and the number of lanes. Checkpoints are similar to toll stations, and they check the number of channels, streamline design, inspection links, etc., and additional design influencing factors include changes in security levels and the proportion of random inspections. Urban congestion areas are mainly factors affecting the entrances and exits of roads in a certain area, such as the spread of congestion at individual entrances and exits during peak hours.

[0071] Furthermore, the traveler's compliance with the traffic plan is verified by combining data such as ETC (Electronic Toll Collection) and MTC (Manual Toll Collection system) to obtain the traveler's compliance status. The verification method may include the actual trigger time and route of the traveler when passing through each target bottleneck point, as well as whether the time of entering the target entrance and leaving the target exit meets the traffic plan.

[0072] In some implementations, the reservation priority of the traveler is optimized according to the fulfillment status. For example, if the fulfillment ratio in the fulfillment status exceeds a preset threshold, the reservation priority is increased; otherwise, the reservation priority is reduced or maintained.

[0073] In some implementations, travelers who make reservations may also be provided with free travel qualifications on holidays, or incentive policies such as travel discounts and exemptions during the reservation period. For example, if the reservation period selected by the traveler is a peak period with the largest number of reservations in the reservation time range, then the toll for this period is relatively higher than the rest of the period in the cycle; if the reservation period selected by the traveler is an off-peak period with relatively fewer reservations in the reservation time range, then the toll for this period is relatively lower than the rest of the period in the cycle, so as to achieve the number of reservations in each period in the reservation time range.

[0074] In some implementations, it also includes: calling the time granularity to time discretize the reservation time range to obtain multiple reservation time periods so that travelers can choose specific time periods that trigger target entrances, target exits, and target bottleneck points.

[0075] Figure 5 The present invention is a flow chart of a closed road network reservation method according to an exemplary embodiment of the present disclosure. Figure 5 The closed road network reservation method M100 is presented, and the specific steps involved in implementing the aforementioned technical means are disclosed:

[0076] Step S110, determining a reservation time range suitable for the travel type according to the traveler's travel type, where the travel type includes commuting type, cargo transportation type and holiday travel type.

[0077] Step S120, based on the historical contemporaneous traffic data of the closed road network corresponding to the reservation time range, multiple physical entrances that meet the checkpoint merging conditions in the closed road network are merged into a comprehensive reservation entrance, and multiple physical exits that meet the checkpoint merging conditions are merged into a comprehensive reservation exit.

[0078] Specifically, according to the checkpoint merging conditions, a first formula is set, the first formula characterizing the flow relationship between multiple spatially continuous physical entrances and the flow relationship between multiple spatially continuous physical exits, and the checkpoint merging conditions include a physical entrance merging number threshold, a physical exit merging number threshold, and a same-direction ratio threshold; the first formula is called to analyze the historical traffic data for the same period to screen out multiple groups of entrance sets with associated flow relationships and multiple groups of exit sets with associated flow relationships; and multiple physical entrances in the entrance set are merged into a comprehensive reserved entrance, and multiple physical exits in the exit set are merged into a comprehensive reserved exit.

[0079] Step S130, obtaining a target entrance selected by the traveler within an entrance range including a plurality of integrated reservation entrances, and a target exit selected by the traveler within an exit range including a plurality of integrated reservation exits.

[0080] Step S140, obtaining a plurality of target bottleneck points selected by the traveler within a bottleneck point range associated with a target entrance to a target exit.

[0081] Step S150, determining the reservation priority of the traveler according to the number of reservations made by the traveler for the target bottleneck point and the reservation rate of each target bottleneck point.

[0082] Step S160, generating a travel plan for the traveler according to the matching between the reservation priority and the level threshold of each target bottleneck point, wherein the travel plan includes a continuous route in the closed road network, or multiple discontinuous routes in the closed road network.

[0083] Specifically, the level threshold of each target bottleneck point is determined according to the reservation quota and reservation rate of each target bottleneck point; when the reservation priority reaches the level threshold of each target bottleneck point, the use right of each target bottleneck point in the reservation time period applied for by the traveler is allocated to the traveler, and a traffic plan from the target entrance to the target exit and including all target bottleneck points is generated, wherein the traffic plan is a continuous route in the closed road network; when the reservation priority does not reach the level threshold of any target bottleneck point, any candidate time period in the reservation time range is pushed to the traveler. If the traveler does not generate a confirmation instruction for any candidate time period, the external detour section of the road network parallel to the target bottleneck point is identified, and a traffic plan including multiple intermittent routes in the closed road network and at least one external detour section of the road network is generated.

[0084] In some embodiments, when the traveler's travel type is commuting type, a regular reservation mechanism is triggered, and a no-application reservation window is opened for the traveler; when the traveler's travel type is holiday travel type, a multi-trip synchronous reservation mechanism is triggered, and a multi-trip unified reservation window is opened for the traveler.

[0085] Specifically, when the traveler's travel type is commuting, he can book travel plans for multiple weekdays at one time, without having to make repeated reservations every day, which improves the user's reservation experience. If the traveler's travel type is holiday travel, he can book at least two travel plans for leaving the city and returning to the city at one time, avoiding the difficulty of booking a suitable route when returning to the city, which improves the reservation experience for holiday travel.

[0086] The present disclosure also proposes a reservation device for a closed road network, including: a time range determination module, used to determine a reservation time range suitable for the travel type according to the travel type of the traveler, and the travel type includes a commuting type, a cargo transportation type and a holiday travel type; a checkpoint merging module, used to merge multiple physical entrances that meet the checkpoint merging conditions in the closed road network into a comprehensive reservation entrance, and merge multiple physical exits that meet the checkpoint merging conditions into a comprehensive reservation exit according to the historical traffic flow data of the closed road network corresponding to the reservation time range; a target checkpoint acquisition module, used to acquire a target entrance selected by the traveler in the entrance range including multiple comprehensive reservation entrances. an entrance, and a target exit selected by the traveler from an exit range including multiple comprehensive reservation exits; a bottleneck point acquisition module, used to acquire multiple target bottleneck points selected by the traveler from the bottleneck point range associated with the target entrance to the target exit; a priority determination module, used to determine the reservation priority of the traveler according to the number of reservations made by the traveler for the target bottleneck points and the reservation rate of each target bottleneck point; and a plan generation module, used to generate a travel plan for the traveler according to the matching between the reservation priority and the level threshold of each target bottleneck point, wherein the travel plan includes a continuous route in a closed road network, or multiple discontinuous routes in a closed road network.

[0087] The device is configured to implement the various steps of the closed route reservation method, so the execution steps and implementation principles of each internal module are consistent with the above and will not be repeated.

[0088] The device may include a corresponding module for performing each or several steps in the above flowchart. Therefore, each step or several steps in the above flowchart may be performed by a corresponding module, and the device may include one or more modules in these modules. The module may be one or more hardware modules specially configured to perform the corresponding steps, or implemented by a processor configured to perform the corresponding steps, or stored in a computer-readable medium for implementation by a processor, or implemented by some combination.

[0089] The hardware structure can be implemented using a bus architecture. The bus architecture can include any number of interconnecting buses and bridges, depending on the specific application and overall design constraints of the hardware. The bus connects various circuits including one or more processors, memories, and / or hardware modules together. The bus can also connect various other circuits such as peripherals, voltage regulators, power management circuits, external antennas, etc.

[0090] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Component (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one connecting line is used in this figure, but it does not mean that there is only one bus or one type of bus.

[0091] The present disclosure also provides a reservation system for a closed road network, including: a reservation platform, a dispatching center and a road test verification device, wherein the reservation platform is mounted on the traveler's mobile device, and is used to provide the traveler with an application channel for a target exit, a target entrance, a target bottleneck point and a reservation time period; the dispatching center is used to execute the reservation method for the closed road network described above; the road test verification device is used to monitor the traveler's fulfillment status; and the reservation platform is also used to provide the traveler with feedback on the travel plan generated by the dispatching center.

[0092] The closed road network reservation system is set up to implement the various steps of the closed route reservation method. Therefore, the execution steps and implementation principles of each device are consistent with the previous text and will not be repeated.

[0093] In the description of this specification, the description with reference to the terms "one embodiment / method", "some embodiments / methods", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment / method or example are included in at least one embodiment / method or example of the present disclosure. In this specification, the schematic representations of the above terms are not necessarily the same embodiment / method or example. Moreover, the specific features, structures, materials or characteristics described may be combined in a suitable manner in any one or more embodiments / methods or examples. In addition, those skilled in the art may combine and combine the different embodiments / methods or examples described in this specification and the features of the different embodiments / methods or examples, unless they are contradictory.

[0094] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present disclosure, "plurality" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0095] Those skilled in the art should understand that the above embodiments are only for the purpose of clearly illustrating the present disclosure, and are not intended to limit the scope of the present disclosure. For those skilled in the art, other changes or modifications may be made based on the above disclosure, and these changes or modifications are still within the scope of the present disclosure.

Claims

1. A closed road network reservation method, characterized in that: include: Determine, according to the travel type of the traveler, a reservation time range suitable for the travel type, wherein the travel type includes commuting type, cargo transportation type and holiday travel type; According to the historical traffic flow data of the closed road network corresponding to the reservation time range, a plurality of physical entrances in the closed road network that meet the checkpoint merging conditions are merged into a comprehensive reservation entrance, and a plurality of physical exits that meet the checkpoint merging conditions are merged into a comprehensive reservation exit; Acquire a target entrance selected by the traveler from an entrance range including a plurality of the comprehensive reservation entrances, and a target exit selected by the traveler from an exit range including a plurality of the comprehensive reservation exits; Acquire a plurality of target bottleneck points selected by the traveler in a bottleneck point range associated with the target entrance to the target exit; Determining the reservation priority of the traveler according to the number of reservations of the traveler for the target bottleneck point and the reservation rate of each target bottleneck point; as well as According to the matching between the reservation priority and the level threshold of each target bottleneck point, a traffic plan for the traveler is generated, wherein the traffic plan includes a continuous route in the closed road network, or a plurality of discontinuous routes in the closed road network.

2. The closed road network reservation method according to claim 1, characterized in that: The step of determining a reservation time range suitable for the travel type according to the traveler's travel type includes: When the travel type is commuting, the reservation time range is the commuting period on weekdays; When the travel type is a cargo transport type, the reservation time range is a preset access period, wherein the preset access period does not include the weekday commuting period; When the travel type is a holiday travel type, the reservation time range is the entire holiday period.

3. The closed road network reservation method according to claim 1, characterized in that: The method of combining multiple physical entrances that meet the checkpoint merging conditions in the closed road network into a comprehensive reservation entrance and combining multiple physical exits that meet the checkpoint merging conditions into a comprehensive reservation exit according to the historical traffic flow data of the closed road network corresponding to the reservation time range includes: According to the bayonet merging condition, a first formula is set, wherein the first formula represents the flow direction relationship between the plurality of spatially continuous physical entrances and the flow direction relationship between the plurality of spatially continuous physical exits, wherein the bayonet merging condition includes a merging number threshold of the physical entrances, a merging number threshold of the physical exits, and a same-direction ratio threshold; Calling the first formula to analyze the historical traffic flow data for the same period, and screening out a plurality of groups of entrance sets whose flow direction relationships are associated, and a plurality of groups of exit sets whose flow direction relationships are associated; and The plurality of physical entrances in the entrance set are merged into the comprehensive reservation entrance, and the plurality of physical exits in the exit set are merged into the comprehensive reservation exit.

4. The closed road network reservation method according to claim 3, characterized in that: The first formula is: Wherein, m is the starting value of the physical entrance code, and the value of m ranges from 1 to Ia, and I is the total number of physical entrances in the closed road network; a is the combined number threshold of the physical entrances, and the value of a ranges from 1 to I-1; i represents the number of entries from the i-th physical entrance, i is the physical entrance code, and the value of i ranges from m to m+a; n is the starting value of the physical exit code, and the value of n ranges from 1 to Jb, and J is the total number of physical exits in the closed road network; b is the combined number threshold of the physical exits, and the value of b ranges from 1 to J-1; D j Indicated by O m To i The number of vehicles entering and exiting the jth physical exit, where j is the code of the physical exit and the value of j ranges from n to n+b; θ is the same-direction ratio threshold.

5. The closed road network reservation method according to claim 1, characterized in that: The step of obtaining a plurality of target bottleneck points selected by the traveler from a bottleneck point range associated with the target entrance to the target exit includes: When the reservation mechanism for the bottleneck points in the closed road network is a unified reservation, the dependence between the bottleneck points in the bottleneck point range is analyzed based on the historical traffic flow data of the same period, and multiple bottleneck points with a dependence degree higher than a threshold are integrated into a bottleneck point reservation set. According to the traveler's selection of any of the bottleneck point reservation sets, the bottleneck point in the bottleneck point reservation set selected by the traveler is used as the target bottleneck point; When the reservation mechanism for the traffic bottleneck point is a single reservation, the traffic bottleneck point selected by the traveler in the bottleneck point range is used as the target bottleneck point.

6. The closed road network reservation method according to claim 1, characterized in that: The step of determining the reservation priority of the traveler according to the number of reservations of the traveler for the target bottleneck point and the reservation rate of each target bottleneck point includes: When the number of reservations exceeds the number threshold, and there is at least one target bottleneck point whose reservation rate is less than the reservation rate threshold, assigning a first priority to the traveler; When the number of reservations is less than the number threshold, or the reservation rate of any of the target bottleneck points is greater than the reservation rate threshold, a second priority is configured for the traveler, and the priority of the second priority is lower than the first priority.

7. The closed road network reservation method according to claim 6, characterized in that: The step of determining the reservation priority of the traveler according to the number of reservations of the traveler for the target bottleneck point and the reservation rate of each target bottleneck point includes: The reservation priority is determined by combining the number of reservations, the reservation rate of each target bottleneck point, the number of companions of the traveler, and the historical fulfillment status of the traveler, including: When the number of reservations exceeds the number threshold, the reservation rate of at least one of the target bottleneck points is less than the reservation rate threshold, the number of companions exceeds the number threshold, and the historical fulfillment status is in a good state, the first priority is configured for the traveler.

8. The closed road network reservation method according to claim 1, characterized in that: The generating a travel plan for the traveler according to the matching between the reservation priority and the level threshold of each target bottleneck point includes: Determining a level threshold of each target bottleneck point according to the reservation quota and reservation rate of each target bottleneck point; When the reservation priorities all reach the level thresholds of the target bottleneck points, the use rights of the target bottleneck points in the reservation period applied for by the traveler are allocated to the traveler, and a traffic plan from the target entrance to the target exit and including all the target bottleneck points is generated, wherein the traffic plan is a continuous route in the closed road network; When the reservation priority does not reach the level threshold of any of the target bottleneck points, any candidate time period in the reservation time range is pushed to the traveler. If the traveler does not generate a confirmation instruction for any of the candidate time periods, the external detour section of the road network parallel to the target bottleneck point is identified, and a traffic plan including multiple intermittent routes in the closed road network and at least one of the external detour sections of the road network is generated.

9. The closed road network reservation method according to claim 1, characterized in that: include: When the travel type is the commuting type and the holiday travel type, the bottleneck points in the bottleneck point range include toll booths, ramp checkpoints, traffic merging areas, traffic diversion areas, rest areas, checkpoints, and accident points; When the travel type is the cargo transportation type, the traffic bottleneck points include toll stations, ramp checkpoints, traffic merging areas, traffic diversion areas, rest areas, checkpoints, accident points, traffic formalities processing offices, and safety inspection areas.

10. The closed road network reservation method according to claim 9, characterized in that: The number of reservations for the bottleneck point in each reservation period within the reservation time range is determined by its unit traffic volume and the time granularity of the reservation period. The unit traffic volume is: L k =N×(3600 / h)×f, where N represents the actual number of lanes at the bottleneck point, h represents the historical headway, and f represents the checkpoint correction coefficient.

11. The closed road network reservation method according to claim 10, characterized in that: f=∑λ c *f(x c ), Among them, λ c represents the weight coefficient of the cth design influencing factor, f(x c ) represents the influence value of the cth design influencing factor, x c represents the cth design influencing factor.

12. The closed road network reservation method according to claim 1, characterized in that: Also includes: When the travel type of the traveler is commuting, a regular reservation mechanism is triggered to open a reservation window without application for the traveler; When the travel type of the traveler is a holiday travel type, a multi-trip synchronous reservation mechanism is triggered to open a multi-trip unified reservation window for the traveler.

13. The closed road network reservation method according to claim 1, characterized in that: After generating the travel plan for the traveler, the method further comprises: According to the number of reservations for the reservation period in the passage plan, a reward mechanism suitable for the reservation period is triggered.

14. The closed road network reservation method according to claim 1, characterized in that: After generating the travel plan for the traveler, the method further comprises: Monitoring the traveler's compliance status with the travel plan; The reservation priority of the traveler is adjusted according to the fulfillment status.

15. A reservation device for a closed road network, characterized in that: include: A time range determination module, for determining a reservation time range suitable for a travel type according to a traveler's travel type, wherein the travel type includes a commuting type, a cargo transportation type, and a holiday travel type; A checkpoint merging module is used to merge multiple physical entrances that meet the checkpoint merging conditions in the closed road network into a comprehensive reserved entrance, and merge multiple physical exits that meet the checkpoint merging conditions into a comprehensive reserved exit according to the historical traffic flow data of the closed road network corresponding to the reserved time range; A target checkpoint acquisition module is used to acquire a target entrance selected by the traveler from an entrance range including a plurality of the comprehensive reservation entrances, and a target exit selected by the traveler from an exit range including a plurality of the comprehensive reservation exits; A bottleneck point acquisition module, used to acquire a plurality of target bottleneck points selected by the traveler in the bottleneck point range associated with the target entrance to the target exit; A priority determination module, used to determine the reservation priority of the traveler according to the number of reservations of the traveler for the target bottleneck point and the reservation rate of each target bottleneck point; as well as A plan generation module is used to generate a travel plan for the traveler based on the matching between the reservation priority and the level threshold of each target bottleneck point, wherein the travel plan includes a continuous route in the closed road network, or multiple discontinuous routes in the closed road network.

16. A reservation system for a closed road network, characterized in that: include: Reservation platform, dispatch center and road test verification equipment, including The reservation platform is installed on the mobile device of the traveler and is used to provide the traveler with an application channel for a target exit, a target entrance, a target bottleneck point and a reservation time period; The dispatch center is used to execute the closed road network reservation method according to any one of claims 1 to 14; The road test verification equipment is used to monitor the traveler's compliance status; The reservation platform is also used to feed back the travel plan generated by the dispatch center to the traveler.

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