Construction area-oriented highway refined microscopic traffic analysis method and system

Abstract

The invention discloses a construction area-oriented highway refined microscopic traffic analysis method and system. The method comprises construction environment configuration and vehicle state control. The construction environment configuration is to match the corresponding edge on the basic road network according to the start and end positions of the operation area. Nodes are inserted into the edge to obtain an isolation area section, the isolation area section is further divided into an early warning area, an upstream transition area, a buffer area, an operation area, a downstream transition area and a termination area, the length and the starting and ending positions of all the areas are calculated, and a construction lane is closed. The vehicle state control specifically comprises the steps of obtaining the state of the vehicle, setting a lane changing mode of the vehicle according to the current position of the vehicle and the current lane index of the vehicle, setting the maximum expected speed of the vehicle, forcibly changing an execution lane of the vehicle to a target lane, and achieving vehicle control. Through the construction area environment configuration module and the vehicle state control module, the highway refined microscopic traffic simulation facing the construction area is realized, and the traffic organization in the construction area is accurately simulated.

Description

Technical Field

[0001] The invention belongs to the field of traffic simulation modeling, and in particular relates to a highway refined microscopic traffic analysis method and system for a construction area. Background Art

[0002] Road construction is one of the common activities that affect road traffic safety, because construction activities create potential accident points and are sensitive areas in the road network. During the construction process, the road capacity is significantly reduced, the traffic flow changes, and drivers need to adapt to the new traffic environment, increasing the risk of accidents. In addition, the unclear setting and marking of the construction area and unreasonable traffic guidance will also have an adverse impact on traffic safety.

[0003] In order to understand this phenomenon and its impact on driving behavior, analysis based on micro-simulation tools is a feasible method. Micro-simulation tools can simulate the operation status of vehicles in the construction area in detail, analyze the traffic flow characteristics and potential risks under different construction scenarios, and help researchers and traffic management departments formulate scientific construction area management measures.

[0004] At present, the traffic organization and management of construction areas mainly rely on traditional experience and on-site monitoring methods. This method has certain limitations when dealing with complex and changeable traffic movements. Traditional methods often rely on the experience and judgment of construction management personnel, lack of systematic scientific analysis, and cannot fully consider various influencing factors, resulting in insufficient effectiveness and accuracy of management measures. Although on-site monitoring can obtain real-time traffic conditions in the construction area, it is limited by the coverage of monitoring equipment and the response speed of monitoring personnel, making it difficult to respond to emergencies quickly.

[0005] With the increase in traffic volume and the complexity of construction areas, there is an urgent need for a method that can finely simulate and analyze traffic organization in construction areas to improve traffic safety and management efficiency. Summary of the invention

[0006] In view of the problems existing in the prior art, the present invention provides a refined micro-traffic analysis method for highways in construction areas. By focusing on typical construction area scenes, the automatic configuration of the construction area is achieved and the traffic organization in the area is simulated.

[0007] In order to solve the above technical problems, the present invention provides the following technical solutions: a highway refined microscopic traffic analysis method for construction areas, mainly including two core parts: construction area environment configuration and vehicle state control, including the following steps:

[0008] S1. Construction area environment configuration: According to the starting and ending positions of the construction area, the corresponding edges on the basic road network are matched, and nodes are inserted into the edges to obtain the isolation section. The isolation section is further divided into various sections, and the length of each section is calculated. The starting and ending positions of each section are determined, and the lanes are closed and the construction lanes are designated as impassable;

[0009] S2. Vehicle status control: Obtain the status of the vehicle, set the vehicle's lane change mode and the vehicle's maximum expected speed according to the vehicle's current position and lane index, and forcibly change the vehicle's execution lane to the target lane to achieve vehicle control.

[0010] Furthermore, the aforementioned edge insertion node to obtain the isolation section specifically includes the following steps A to B: Step A: determine whether the starting and ending positions of the construction area are on the same side, that is, the starting point and the end point are on the same side, if yes, execute the step of interrupting the edge twice to form three segments, and the segment between the starting point and the end point is regarded as the isolation section, otherwise execute step B;

[0011] Step B: The starting point and the end point are located on different edges, each corresponding edge is interrupted once, each edge forms two segments, and the segment between the starting point and the end point is determined as an isolation segment.

[0012] Furthermore, in the aforementioned step S1, the isolation section is further divided into various sections, each section including a warning area, an upstream transition area, a buffer area, an operation area, a downstream transition area, and a termination area. The division method includes the following sub-steps:

[0013] S1.1. The area between the starting point of the expressway maintenance control area and the starting point of the upstream transition area is set as the early warning area. The starting and ending positions of the early warning area are as follows:

[0014]

[0015] S1.2. The area between the end point of the warning zone and the start point of the buffer zone is set as the upstream transition zone. The start and end positions of the upstream transition zone are as follows: S1.3. The area between the end point of the upstream transition zone and the start point of the operation zone is set as a buffer zone. The start and end positions of the buffer zone are as follows: S1.4. The area between the end point of the buffer zone and the start point of the downstream transition zone is set as the operation zone, and the start and end positions of the operation zone are obtained from actual data;

[0016] S1.5. The area between the end point of the operation area and the start point of the termination area is set as the downstream transition area. The start and end positions of the downstream transition area are as follows: S1.6. The area after the downstream transition zone is set as the termination zone. The start and end positions of the termination zone are as follows:

[0017]

[0018] Where, L warning Indicates the length of the warning zone, L u_transition represents the length of the upstream transition zone, L buffer Indicates the length of the buffer, L d_transition represents the length of the downstream transition zone, L termination Indicates the length of the termination area, Indicates the starting position of the warning area. Indicates the end position of the warning zone. Indicates the starting position of the work area. Indicates the end position of the work area. Indicates the starting position of the buffer. Indicates the end position of the buffer. Indicates the starting position of the upstream transition zone, Indicates the end position of the upstream transition zone, Indicates the starting position of the downstream transition zone, Indicates the end position of the downstream transition zone, Indicates the starting position of the work area. Indicates the end position of the work area.

[0019] Furthermore, in the aforementioned step S2, the vehicle state includes five elements: q vehiclej =(pos j ,lane j ,ds j ,sf j ,lc j )

[0020] vehicle j Indicates a vehicle;

[0021] POS j It's a vehicle j Current location,

[0022] Lane j It's a vehicle j The current lane index,

[0023] ds j It's a vehicle j The desired maximum speed is usually assumed to be equal to the speed limit of the road under normal conditions.

[0024] sf j It's a vehicle j The actual maximum expected speed of a bicycle is sf j *ds j ,

[0025] lc j ={0,1} represents vehicle j Lane change mode, lc j =1 indicates that the vehicle is in a lane change state, and its lane change behavior is controlled by the underlying simulation model. j =0 means the vehicle is in a non-lane change state and will maintain the current lane and continue driving.

[0026] Furthermore, the vehicle state control in the aforementioned step S2 includes the following sub-steps:

[0027] S2.1. For vehicles that enter the warning zone and successfully turn into a drivable lane, set the vehicle to a prohibited lane change mode and adjust the vehicle's speed coefficient to implement the first stage of speed limit. When the vehicle enters the second half of the warning zone, adjust the speed coefficient again to implement the second stage of speed limit.

[0028] S2.2. In the upstream transition zone, if the vehicle's current lane is impassable, the vehicle is forced to change lanes to a traversable lane and then set to a no lane change mode. The no lane change mode is maintained throughout the process for vehicles in the buffer zone and the work zone.

[0029] S2.3, after the vehicle enters the downstream transition zone, the vehicle is switched to lane change mode to perform lane change and merging;

[0030] S2.4. After the vehicle leaves the termination area, the initial speed coefficient of the vehicle is restored and the normal speed limit is resumed.

[0031] Another aspect of the present invention provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of any one of the methods of the present invention when executing the computer program.

[0032] The present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of any one of the methods of the present invention.

[0033] Compared with the prior art, the beneficial technical effects of the present invention using the above technical solution are as follows:

[0034] Traditional methods cannot accurately simulate the characteristics of traffic flow in construction work areas. The method proposed in this invention can present the real-world construction work areas in a refined manner through microscopic simulation, and more accurately simulate and deduce the real situation. The refined simulation of the construction area can provide important analysis tools for management departments such as traffic police and road companies. Through simulation, different management measures can be evaluated before actual construction, and management and control strategies can be dynamically adjusted according to actual data simulation during construction. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 A schematic diagram of the interruption of the basic road network of the present invention.

[0036] Figure 2 Schematic diagram of the interruption of the basic road network of the present invention.

[0037] Figure 3 It is a construction area section division diagram of the present invention.

[0038] Figure 4 The scatter diagram of the relationship between flow-speed, density-speed and density-flow in the early warning area of ​​the present invention, in which (a) is the flow-speed diagram of the first half of the early warning area, (b) is the density-flow diagram of the first half of the early warning area, (c) is the density-speed diagram of the first half of the early warning area, (d) is the flow-speed diagram of the second half of the early warning area. (e) is the density-flow diagram of the second half of the early warning area, and (f) is the density-speed diagram of the second half of the early warning area.

[0039] Figure 5 It is a scatter diagram of the relationship between flow-velocity, density-velocity and density-flow in the upstream transition zone and the working zone of the present invention. In the figure, (a) is the flow-velocity diagram of the transition zone, (b) is the density-flow diagram of the transition zone, (c) is the density-velocity diagram of the transition zone, (d) is the flow-velocity diagram of the working zone, (e) is the density-flow diagram of the working zone, and (f) is the density-velocity diagram of the working zone.

[0040] Figure 6 It is the time-speed diagram of the refined microscopic traffic simulation of the present invention.

[0041] Figure 7 Time-speed diagram for traditional traffic simulation. DETAILED DESCRIPTION

[0042] In order to better understand the technical content of the present invention, specific embodiments are given and described as follows in conjunction with the accompanying drawings.

[0043] Various aspects of the invention are described herein with reference to the accompanying drawings, in which many illustrative embodiments are shown. The embodiments of the invention are not limited to those described in the accompanying drawings. It should be understood that the invention is implemented by any of the various concepts and embodiments described above, as well as the concepts and embodiments described in detail below, because the concepts and embodiments disclosed in the invention are not limited to any implementation. In addition, some aspects disclosed in the invention may be used alone or in any appropriate combination with other aspects disclosed in the invention.

[0044] The present invention provides a refined microscopic traffic analysis method for highways in construction areas, comprising the following steps: S1, construction area environment configuration: according to the start and end positions of the construction area, the corresponding edges on the basic road network are matched, nodes are inserted into the edges to obtain isolation sections, the isolation sections are further divided into various sections, and the length of each section is calculated, and at the same time, the lanes are closed and the construction lanes are designated as impassable;

[0045] S2. Vehicle status control: Obtain the status of the vehicle, set the vehicle's lane change mode and the vehicle's maximum expected speed according to the vehicle's current position and lane index, and forcibly change the vehicle's execution lane to the target lane to achieve vehicle control.

[0046] In step S1, the corresponding edges are matched on the basic road network according to the starting and ending positions of the activity zone. By inserting nodes on these edges, the basic road network is interrupted, thereby forming an isolated road section specific to the activity zone. This process can be further divided into two cases:

[0047] Case 1: If Figure 1 As shown in Figure 1, when the start and end points are on the same edge, the edge is interrupted twice, forming three segments. The segment between the start and end points is considered an isolated segment.

[0048] Case 2: If Figure 2 As shown, when the start point and the end point are located on different sides, each corresponding side is interrupted once, and each side forms two segments. The segment between the start point and the end point is determined as an isolation segment.

[0049] In step S1, the isolation section is further divided into various sections, such as Figure 3 As shown in Table 2, it includes the warning area, upstream transition area, buffer area, operation area, downstream transition area, and termination area, and determines the length of each section.

[0050] Table 2

[0051]

[0052] After completing the interruption of the basic road network and determining the segment division of the construction area, it is necessary to process the obtained segments and clarify that the construction lanes are impassable. First, identify which lanes need to be closed. This is usually determined based on the construction plan and specific construction requirements. In the database of the road network, the segments identified as construction lanes are set to impassable status. This means that these segments will be considered closed in simulation and actual traffic management, and vehicles are not allowed to pass.

[0053] In order to accurately reflect the influence of the active zone in simulation and practical applications, it is necessary to calculate the start and end positions of each segment based on the start and end positions of the active zone and the length of each segment.

[0054] The starting and ending positions of the warning area:

[0055]

[0056] The beginning and end positions of the upstream transition zone:

[0057]

[0058] The start and end positions of the buffer:

[0059]

[0060] The beginning and end positions of the downstream transition zone:

[0061]

[0062] The starting and ending positions of the termination area:

[0063]

[0064] in, Indicates the starting position of the warning area. Indicates the end position of the warning zone. Indicates the starting position of the work area. Indicates the end position of the work area. Indicates the starting position of the buffer. Indicates the end position of the buffer. Indicates the starting position of the upstream transition zone, Indicates the end position of the upstream transition zone, Indicates the starting position of the downstream transition zone, Indicates the end position of the downstream transition zone, Indicates the starting position of the work area. Indicates the end position of the work area.

[0065] In step S2, the vehicle state is represented by five elements, and the state parameters of the vehicle in the simulation are dynamically adjusted. The interaction between the vehicle and the construction area environment is utilized to achieve a more accurate simulation effect.

[0066] The vehicle state consists of 5 elements: q vehiclej =(pos j ,lane j ,ds j ,sf j ,lc j )

[0067] vehicle j Indicates a vehicle;

[0068] POS j It's a vehicle j Current location,

[0069] Lane j It's a vehicle j The current lane index,

[0070] ds j It's a vehicle j The desired maximum speed is usually assumed to be equal to the speed limit of the road under normal conditions.

[0071] sf j It's a vehicle j The actual maximum expected speed of a bicycle is sf j *ds j ,

[0072] lc j ={0,1} represents vehicle j Lane change mode, lc j =1 indicates that the vehicle is in a lane change state, and its lane change behavior is controlled by the underlying simulation model. j =0 means the vehicle is in a non-lane change state and will maintain the current lane and continue driving.

[0073] The vehicle state control in step S2 includes the following sub-steps:

[0074] S2.1. For vehicles that enter the warning zone and successfully turn into the drivable lane, use the setLaneChangeMode function to set it to the prohibited lane change mode, and use the setDesiredMaxSpeed ​​function to adjust the vehicle's speed coefficient to implement the first stage of speed limit. When the vehicle enters the second half of the warning zone, use the setDesiredMaxSpeed ​​function to adjust the speed coefficient again to implement the second stage of speed limit.

[0075] S2.2. In the upstream transition zone, if the current lane of the vehicle is impassable, use the changeLane function to force the vehicle to change lanes to a passable lane, and then use the setLaneChangeMode function to set it to a no lane change mode. For vehicles in the buffer zone and the work zone, the no lane change mode is maintained throughout the process;

[0076] S2.3. After the vehicle enters the downstream transition zone, the setLaneChangeMode function is used to switch the vehicle to lane change mode to perform lane change and merging;

[0077] S2.4. After the vehicle leaves the termination area, use the setDesiredMaxSpeed ​​function to restore the vehicle's initial speed coefficient and restore the normal speed limit.

[0078] During the simulation, the vehicle state controller collects vehicles in each section of the construction area at each time step and performs corresponding operations according to the rules. The control rules of the vehicle state controller are shown in Table 4:

[0079] Table 4 Vehicle state controller control rules table

[0080]

[0081]

[0082] SL0 indicates the initial speed limit of the expressway, SL1 indicates the first-level speed limit of the construction area, and SL2 indicates the second-level speed limit of the construction area.

[0083] To evaluate the effectiveness of the proposed approach, a practical evaluation was conducted on a real road network. Specifically, a 10 km section of Zhongshan Expressway in China was selected as the test area. Within the specified area, data from 19 bottleneck data collection points were collected as input for the evaluation. Before obtaining traffic statistics, a "warm-up" period was set in the software package to allow the simulated highway to reach a steady state, ensuring a balanced number of vehicles entering and exiting the highway. With this approach, we aim to utilize real data and allow the system to stabilize, thereby evaluating the performance and effectiveness of the framework in a real-world scenario, ensuring reliable traffic statistics.

[0084] Figure 4The scatter plots showing the relationship between flow-speed, density-speed and density-flow in the warning zone. (a) is the flow-speed image in the first half of the warning zone, (b) is the density-flow image in the first half of the warning zone, (c) is the density-speed image in the first half of the warning zone, and (d) is the flow-speed image in the second half of the warning zone. (e) is the density-flow image in the second half of the warning zone, and (f) is the density-speed image in the second half of the warning zone. A careful observation of the first half of the warning zone shows that when the density is less than 15 veh / km / lane, the traffic flow is in a non-congested state, and the vehicle speed is mainly concentrated around the speed limit of 80 km / h. On the contrary, when the density exceeds 15 veh / km / lane, the traffic flow state suddenly changes from a non-congested state to a congested state. In the second half of the warning zone, the speed limit is reduced from 80 km / h to 60 km / h. This reduction causes the traffic flow density to increase. When the density is below 20 veh / km / lane, the traffic flow remains in a non-congested state. However, when the density exceeds 20 veh / km / lane, it suddenly changes to a congested state, highlighting the sensitivity of traffic flow to density changes.

[0085] Figure 5 Scatter plots showing the relationship between flow-speed, density-speed, and density-flow in the upstream transition zone and the work zone. Specifically, (a) is the flow-speed plot in the transition zone, (b) is the density-flow plot in the transition zone, (c) is the density-speed plot in the transition zone, (d) is the flow-speed plot in the work zone, (e) is the density-flow plot in the work zone, and (f) is the density-speed plot in the work zone. In the upstream transition zone, when the density is less than 20 veh / km / lane, the traffic flow remains in a non-congested state. In contrast, when the density exceeds 20 veh / km / lane, the forced merge from the outer lane causes a disturbance in the traffic flow, which then turns into a congested state. In the work zone, when the density exceeds 20 veh / km / lane, the flow continues to increase, but the density remains below 35 veh / km / lane. This phenomenon, which is significantly different from the typical congestion density, indicates that traffic flow in the work zone always avoids congestion. These observations indicate that changes in traffic flow in the upstream transition zone and warning zone regulate changes in traffic flow in the work zone. Therefore, the analysis shows that the main traffic bottlenecks are located in the transition zone and the warning zone upstream of the activity area.

[0086] In addition, the present invention is compared with the traditional traffic simulation modeling and analysis method, specifically referring to Figure 6 , which demonstrates a highway micro-traffic analysis method for construction areas of the present invention, Figure 7It is a traditional traffic simulation modeling and analysis method. As can be seen from the figure, the traditional traffic simulation modeling and analysis method shows a higher average vehicle speed and a smoother running state, which contradicts the actual situation. This difference may lead to overly optimistic simulation results, which will affect real-world traffic decisions to a certain extent. On the contrary, the traffic flow simulated by the refined micro-traffic simulation modeling and analysis method for highways in construction areas proposed by this patent is closer to the unique traffic flow pattern observed in the work area. In particular, it captures the expected deceleration characteristics in different areas. This consistency highlights the ability of the proposed algorithm to more accurately reproduce the real traffic dynamics in the construction area, thereby increasing the accuracy of the traffic simulation model.

[0087] Another aspect of the present invention provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of any one of the methods of the present invention when executing the computer program.

[0088] The present invention also provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the steps of any one of the methods of the present invention.

[0089] Although the present invention has been described above with preferred embodiments, it is not intended to limit the present invention. A person skilled in the art of the present invention may make various modifications and improvements without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention shall be determined by the definition of the claims.

Claims

1. A refined microscopic traffic analysis method for highways in construction areas, characterized in that: The following steps are involved: S1. Construction area environment configuration: According to the starting and ending positions of the construction area, the corresponding edges on the basic road network are matched, and nodes are inserted into the edges to obtain the isolation section. The isolation section is further divided into various sections, and the length of each section is calculated. The starting and ending positions of each section are determined, and the lanes are closed and the construction lanes are designated as impassable; S2. Vehicle status control: Obtain the status of the vehicle, set the vehicle's lane change mode and the vehicle's maximum expected speed according to the vehicle's current position and lane index, and forcibly change the vehicle's execution lane to the target lane to achieve vehicle control.

2. According to claim 1, a highway micro-traffic analysis method for construction areas is characterized by: Inserting an edge into a node to obtain an isolated segment specifically includes the following steps A to B: Step A: Determine whether the starting and ending positions of the construction area are on the same side, that is, the starting point and the end point are on the same side. If so, execute the step to interrupt the side twice to form three segments, and the segment between the starting point and the end point is regarded as an isolation segment. Otherwise, execute step B; Step B: The starting point and the end point are on different sides, each corresponding side is interrupted once, each side forms two segments, and the segment between the starting point and the end point is determined as an isolation segment.

3. The method for fine-grained microscopic traffic analysis of highways in construction areas according to claim 1 is characterized in that: In step S1, the isolation section is further divided into various sections, each section including an early warning area, an upstream transition area, a buffer area, an operation area, a downstream transition area, and a termination area. The division method includes the following sub-steps: S1.

1. The area between the starting point of the expressway maintenance control area and the starting point of the upstream transition area is set as the early warning area. The starting and ending positions of the early warning area are as follows: S1.

2. The area between the end point of the warning zone and the start point of the buffer zone is set as the upstream transition zone. The start and end positions of the upstream transition zone are as follows: S1.

3. The area between the end point of the upstream transition zone and the start point of the operation zone is set as a buffer zone. The start and end positions of the buffer zone are as follows: S1.

4. The area between the end point of the buffer zone and the start point of the downstream transition zone is set as the operation zone, and the start and end positions of the operation zone are obtained from actual data; S1.

5. The area between the end point of the operation area and the start point of the termination area is set as the downstream transition area. The start and end positions of the downstream transition area are as follows: S1.

6. The area after the downstream transition zone is set as the termination zone. The start and end positions of the termination zone are as follows: Where, L warning Indicates the length of the warning zone, L u_transition represents the length of the upstream transition zone, L buffer Indicates the length of the buffer, L d_transition represents the length of the downstream transition zone, L termination Indicates the length of the termination area, Indicates the starting position of the warning area. Indicates the end position of the warning zone. Indicates the starting position of the work area. Indicates the end position of the work area. Indicates the starting position of the buffer. Indicates the end position of the buffer. Indicates the starting position of the upstream transition zone, Indicates the end position of the upstream transition zone, Indicates the starting position of the downstream transition zone, Indicates the end position of the downstream transition zone, Indicates the starting position of the work area. Indicates the end position of the work area.

4. The method for fine-grained microscopic traffic analysis of highways in construction areas according to claim 1 is characterized in that: In step S2, the vehicle state includes five elements: q vehiclej =(pos j ,lane j ,ds j ,sf j ,lc j ), vehicle j Indicates a vehicle; POS j It's a vehicle j Current location, Lane j It's a vehicle j The current lane index, ds j It's a vehicle j The desired maximum speed is usually assumed to be equal to the speed limit of the road under normal conditions. sf j It's a vehicle j The actual maximum expected speed of a bicycle is sf j *ds j , lc j ={0,1} represents vehicle j Lane change mode, lc j =1 indicates that the vehicle is in a lane change state, and its lane change behavior is controlled by the underlying simulation model. j =0 means the vehicle is in a non-lane change state and will maintain the current lane and continue driving.

5. The method for fine-grained microscopic traffic analysis of highways in construction areas according to claim 1 is characterized in that: The vehicle state control in step S2 includes the following sub-steps: S2.

1. For vehicles that enter the warning zone and successfully turn into a drivable lane, set the vehicle to a prohibited lane change mode and adjust the vehicle's speed coefficient to implement the first stage of speed limit. When the vehicle enters the second half of the warning zone, adjust the speed coefficient again to implement the second stage of speed limit. S2.

2. In the upstream transition zone, if the vehicle's current lane is impassable, the vehicle is forced to change lanes to a traversable lane and then set to a no lane change mode. The no lane change mode is maintained throughout the process for vehicles in the buffer zone and the work zone. S2.3, after the vehicle enters the downstream transition zone, the vehicle is switched to lane change mode to perform lane change and merging; S2.

4. After the vehicle leaves the termination area, the initial speed coefficient of the vehicle is restored and the normal speed limit is resumed.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 4 are implemented.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 4 are implemented.

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