Reservation Method, Device and System for Closed Road Network

Abstract

The present disclosure provides a reservation method for a closed road network. According to the historical data in the same period of the target reservation period and the preset reservation granularity of the closed road network, the spatial granularity of the closed road network is determined, and the spatial granularity is used to discretize the closed road network into multiple unit road segments. The spatial granularity includes a first category, a second category, a third category, and a fourth category; according to the historical data in the same period and the environmental information of the closed road network in the target reservation period, time granularities suitable for different categories of spatial granularities are matched, and the target reservation period is discretized into multiple unit time periods according to the time granularities; and according to the multiple expected spatio-temporal resources selected by the traveler and the passing quotas of the expected spatio-temporal resources for the target vehicle type associated with the traveler, a travel plan including multiple target spatio-temporal resources is generated. 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 particularly to a reservation method, device, and system for a closed road network. Background Art

[0002] As a road with a closed management type, the expressway has a high driving speed and high traffic efficiency, and can provide fast passage conditions for travelers. However, the closed attribute of the closed road network restricts the entry and exit of vehicles. Especially during holidays, rest days and other periods, the concentrated travel of vehicles will at least cause congestion at the exits and entrances of the expressway, affecting the traffic efficiency.

[0003] In related technologies, there are some means to solve the short-term aggregation problem in a closed road network. For example, according to the reservation application of travelers, the right of passage to corresponding space-time resources is allocated to them, and through the monitoring of roadside equipment and in-vehicle equipment, the compliance of travelers is accurately verified. However, the foregoing solutions are usually applicable to the reservation scenarios of closed road networks in a relatively small area such as a single city. In scenarios with a larger reservation scope such as multiple cities, there are particularities such as different traffic management systems in each city, diverse connectivity paths between two places, uncertainties in long-distance driving of travelers, rest requirements for long-distance driving, and the large size of the travel group. Therefore, if fine and fixed travel paths are allocated to all travelers without discrimination, the driving freedom of travelers will inevitably be reduced; if the compliance of travelers with the allocated resources is accurately verified based on their actual driving data, it will be difficult to guarantee the group compliance rate of travelers, and there may also be problems such as fatigue driving in order to meet the compliance standards, which will make the reserved travel a burden on travelers and make it not practical and popularizable. Summary of the Invention

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

[0005] One aspect of the present disclosure provides a reservation method for a closed road network, comprising: determining the spatial granularity of the closed road network according to historical contemporaneous data of a target reservation period and a preset reservation granularity of the closed road network, and calling the spatial granularity to discretize the closed road network into a plurality of unit sections, the spatial granularity comprising a first category, a second category, a third category and a fourth category; matching appropriate time granularities for the spatial granularities of different categories according to the historical contemporaneous data and environmental information of the closed road network in the target reservation period, and discretizing the target reservation period into a plurality of unit time periods according to the time granularity; and generating a travel plan including a plurality of target spatiotemporal resources according to a plurality of expected spatiotemporal resources selected by a traveler and the quota of the expected spatiotemporal resources for the target vehicle model associated with the traveler, wherein the target sections of each of the target spatiotemporal resources are continuous or discontinuous, and the target time periods of each of the target spatiotemporal resources are continuous or discontinuous.

[0006] In some embodiments, the spatial granularity of the closed road network is determined based on the historical contemporaneous data of the target reservation period and the preset reservation granularity of the closed road network, and the spatial granularity is called to discretize the closed road network into multiple unit sections, including: determining the key nodes in the closed road network where the historical traffic volume exceeds the first threshold based on the historical contemporaneous data, and the key nodes include physical exits, physical entrances, bottlenecks, and intersections; based on the preset reservation granularity, determining the spatial granularity with corresponding categories, the preset reservation accuracy includes a first granularity, a second granularity, a third granularity, and a fourth granularity, and the preset reservation granularity corresponds to the category of the spatial granularity; according to the spatial granularity, determining the reservation starting point and the reservation end point among the multiple key nodes to form a plurality of the unit sections consisting of adjacent the reservation starting points and the reservation end points, and the spatial granularity represents the unit spatial span used for reservation in the closed road network.

[0007] In some embodiments, according to the spatial granularity, a reservation starting point and a reservation end point are determined among the multiple key nodes to form multiple unit sections composed of adjacent reservation starting points and reservation end points, including: when the category of the spatial granularity is the first category, any one of the physical entrances is used as the reservation starting point, any one of the physical exits is used as the reservation end point, and the section between the physical entrance and the physical exit separated by the spatial granularity is used as the unit section; when the category of the spatial granularity is the second category, any one of the bottleneck points is used as the reservation starting point or the reservation end point, any one of the physical entrances is used as the reservation starting point, any one of the physical exits is used as the reservation end point, and the section between the physical entrance and the physical exit separated by the spatial granularity is used as the unit section. The section between the entrance and the bottleneck point, or the section between the bottleneck point and the physical exit separated by one of the spatial granularities is taken as the unit section; when the category of the spatial granularity is the third category, the key node whose historical traffic volume exceeds the second threshold is taken as the target node, and the section between the two target nodes separated by the spatial granularity is taken as the unit section; when the category of the spatial granularity is the fourth category, the remaining key nodes in the same area and outside the physical exit are merged into a reservation starting point, and all the key nodes in the same area and outside the physical entrance are merged into a reservation end point, and the space between the two areas separated by the spatial granularity is taken as the unit section.

[0008] In some embodiments, the historical contemporaneous data and the environmental information of the closed road network in the target reservation period are used to match the spatial granularities of different categories with corresponding time granularities, and the target reservation period is discretized into multiple unit time periods according to the time granularity, including: determining the time granularity based on the user's historical reliability, historical weather data, historical travel characteristics, historical road section characteristics in the historical contemporaneous data, and actual weather data and actual road section characteristics in the environmental information, and in combination with the spatial granularity and its type; and discretizing the target reservation period into multiple unit time periods according to the time granularity.

[0009] In some embodiments, generating a travel plan including a plurality of target spatio-temporal resources according to the plurality of desired spatio-temporal resources selected by the traveler and the passing quotas of the desired spatio-temporal resources for the target vehicle models associated with the traveler includes: determining the passing quotas for each vehicle model in any unit time period on any unit road section according to the road section structure of each unit road section, the historical travel characteristics corresponding to each unit time period, the actual weather data, and in combination with preset travel rules, and using the passing resources of any unit road section in any unit time period as reservation resources, pushing the remaining passing quotas of the target vehicle models in each reservation resource to the traveler, using the desired spatio-temporal resources selected by the traveler as the target spatio-temporal resources, and generating a travel plan including a plurality of target spatio-temporal resources; or, obtaining the desired spatio-temporal resources of the traveler before the reservation deadline, after the reservation deadline, determining the total reservation amount of the target vehicle model for the desired spatio-temporal resources and the passing quotas of the desired spatio-temporal resources for the target vehicle model, and determining the priority threshold based on the passing quotas, matching the reservation priority of the traveler with the priority threshold of the desired spatio-temporal resources, and allocating target spatio-temporal resources to the traveler to generate a travel plan including a plurality of target spatio-temporal resources.

[0010] In some embodiments, matching the reservation priority of the traveler with the priority threshold of the desired spatio-temporal resources and allocating target spatio-temporal resources to the traveler includes: when the reservation priority of the traveler is greater than or equal to the priority threshold, allocating the desired spatio-temporal resources to the traveler as the target spatio-temporal resources; or when the reservation priority is less than the priority threshold, adjusting the desired time period in the desired spatio-temporal resources to other unit time periods adjacent in time and with remaining passing quotas on the desired road section, and after receiving the confirmation instruction of the traveler for any of the other unit time periods, forming the target spatio-temporal resources including the desired road section and the unit time period corresponding to the confirmation instruction.

[0011] In some embodiments, before matching the reservation priority of the traveler with the priority threshold of the desired spatio-temporal resources and allocating target spatio-temporal resources to the traveler, it includes: determining the priority threshold of the desired spatio-temporal resources according to the passing quotas of the desired spatio-temporal resources for the target vehicle model, including: forming a reservation queue for the target vehicle model according to the total reservation amount of the target vehicle model for the desired spatio-temporal resources and the reservation priorities of the reservation applicants for each target vehicle model, and using the reservation priority of the reservation applicant corresponding to the cut-off position of the passing quota allocation in the reservation queue as the priority threshold of the desired spatio-temporal resources for the target vehicle model.

[0012] In some embodiments, determining the passing quota for each vehicle type in any unit time period on any unit road section according to the road section structure of each unit road section, the historical travel characteristics corresponding to each unit time period, the actual weather data, and in combination with a preset travel rule includes: determining the standard vehicle quota for any unit road section in each unit time period according to the road section structure of each unit road section, the historical travel characteristics corresponding to each unit time period, and the actual weather data; determining the quota allocation ratio for various vehicle types in any unit time period on any unit road section according to the preset travel rule, including: setting the quota allocation ratio for trucks in each unit time period when any unit road section in the truck access space is in the truck access time to a first ratio; setting the quota allocation ratio for the trucks in each unit time period when any unit road section in the truck access space is in the passenger car priority time to a second ratio, where the second ratio is less than the first ratio; calculating the passing quota allocated to various vehicle types in any unit time period on any unit road section based on the standard vehicle quota and the quota allocation ratio.

[0013] In some embodiments, it further includes: setting the reservation priority for the traveler, including: when the target vehicle type associated with the traveler is a truck, increasing the vehicle type weight of the traveler in each unit time period when it is in the truck access time to generate a first reservation priority; when the target vehicle type associated with the traveler is a passenger car and the span of the desired space in the desired spatio-temporal resource is greater than the distance threshold, increasing the vehicle type weight of the traveler in each unit time period when it is in the passenger car priority time and increasing the distance weight of the traveler in the first passenger time when it is in the passenger car priority time to generate a second reservation priority; when the target vehicle type associated with the traveler is a passenger car and the span of the desired space is less than or equal to the distance threshold, increasing the vehicle type weight of the traveler in each unit time period when it is in the passenger car priority time to generate a third reservation priority.

[0014] In some embodiments, after generating a travel plan including a plurality of target spatio-temporal resources based on the plurality of desired spatio-temporal resources selected by the traveler and the access quotas of the desired spatio-temporal resources for the target vehicle model associated with the traveler, it includes: determining a verification tolerance time and a verification tolerance space according to the total time span and the total space span of the target spatio-temporal resources, including: when the total time span is greater than the time span threshold, setting a first tolerance time; when the total time span is less than or equal to the time span threshold, setting a second tolerance time, the duration of the first tolerance time being greater than the duration of the second tolerance time; when the total space span is greater than the space span threshold, setting a first tolerance space; when the total space span is less than or equal to the space span threshold, setting a second tolerance space, the spatial range of the first tolerance space being greater than the spatial range of the second tolerance space; and updating the verification tolerance time and the verification tolerance space according to the environmental information of the target spatio-temporal resources.

[0015] In some embodiments, after determining the verification tolerance time and the verification tolerance space according to the total time span and the total space span of the target spatio-temporal resources, it includes: matching the actual travel data of the traveler with the target spatio-temporal resources, and determining a performance result in response to the verification tolerance space.

[0016] In some embodiments, the matching the actual travel data of the traveler with the target spatio-temporal resources and determining a performance result in response to the verification tolerance space includes: when the time difference between the entry time of the traveler to the target spatio-temporal resource and the start time of the target time period is less than or equal to the verification tolerance time, or the time difference between the departure time of the traveler from the target spatio-temporal resource and the end time of the target time period is less than or equal to the verification tolerance time, and the distance between the entry position of the traveler to the target spatio-temporal resource and the reserved start point of the target road section is less than or equal to the verification tolerance space, or the distance between the departure position of the traveler from the target spatio-temporal resource and the reserved end point of the target road section is less than or equal to the verification tolerance time, determining that the performance result is full performance.

[0017] In some embodiments, matching the actual travel data of the traveler with the target spatio-temporal resources and determining the performance result in response to the verification tolerance space includes: If the traveler drives away from any of the target road segments to an external stop point, and the distance between the external stop point and the adjacent target road segment is less than or equal to the verification tolerance space, it is determined that the traveler performs the contract in the spatial dimension. When the distance between the external stop point and the adjacent target road segment is greater than the verification tolerance space, it is determined that the traveler partially performs the contract in the spatial dimension; If the time difference between the driving-in time of the traveler from the external stop point into any of the target road segments and the start time of the target time period of the target road segment is less than or equal to the verification tolerance time, it is determined that the traveler performs the contract in the time dimension; Or, when the time difference is greater than the verification tolerance time, if the target road segment is in a non-congested state, it is determined that the traveler performs the contract in the time dimension.

[0018] In some embodiments, it further includes: updating the time granularity according to the actual weather data and the actual road segment characteristics in the environmental information of the target spatio-temporal resources.

[0019] Another aspect of the present disclosure provides a reservation device for a closed road network, including: a spatial granularity determination module, configured to determine the spatial granularity of the closed road network according to the historical data of the same period of the target reservation period and the preset reservation granularity of the closed road network, and call the spatial granularity to discretize the closed road network into multiple unit road segments. The spatial granularity includes a first category, a second category, a third category, and a fourth category; a time granularity determination module, configured to match an appropriate time granularity for different categories of the spatial granularity according to the historical data of the same period and the environmental information of the closed road network in the target reservation period, and discretize the target reservation period into multiple unit time periods according to the time granularity; and a resource reservation module, configured to generate a travel plan including multiple target spatio-temporal resources according to multiple desired spatio-temporal resources selected by the traveler and the passage quotas of the desired spatio-temporal resources for the target vehicle type associated with the traveler, where the target road segments of each of the target spatio-temporal resources are continuous or discontinuous, and the target time periods of each of the target spatio-temporal resources are continuous or discontinuous.

[0020] Another aspect of the present disclosure provides a reservation system for a closed road network, including: a reservation platform, a dispatching center, roadside verification equipment, and in-vehicle equipment, where the reservation platform is used to provide an application channel for travelers regarding desired spatio-temporal resources; the dispatching center is used to execute the reservation method for the closed road network in any of the above embodiments; the roadside verification equipment is used to monitor the actual travel data of the traveler; and the in-vehicle equipment is used to receive the dispatching instructions from the dispatching center. Description of the Drawings

[0021] The accompanying drawings illustrate exemplary embodiments of the present disclosure and, together with the description thereof, are used to explain the principles of the present disclosure. These drawings are included to provide a further understanding of the present disclosure and are included in this specification and form a part of this specification.

[0022] Figure 1 It is a schematic diagram of the reservation method architecture for a closed road network of an exemplary embodiment of the present disclosure.

[0023] Figure 2 It is one of the schematic diagrams of the performance fulfillment process of an exemplary embodiment of the present disclosure.

[0024] Figure 3 It is the second of the schematic diagrams of the performance fulfillment process of an exemplary embodiment of the present disclosure.

[0025] Figure 4 It is the third of the schematic diagrams of the performance fulfillment process of an exemplary embodiment of the present disclosure.

[0026] Figure 5 It is a flowchart of the reservation method for a closed road network of an exemplary embodiment of the present disclosure. Detailed implementation manners

[0027] The present disclosure will be further described in detail below in conjunction with the accompanying drawings and embodiments. It can be understood that the specific implementation manners described herein are only used to explain the relevant content and do not limit the present disclosure. Additionally, it should be noted that for the convenience of description, only parts related to the present disclosure are shown in the accompanying drawings.

[0028] It should be noted that, without conflict, the embodiments in the present disclosure and the features in the embodiments can be combined with each other. The technical solutions of the present disclosure will be described in detail below with reference to the accompanying drawings and embodiments.

[0029] Unless otherwise specified, the exemplary embodiments / examples shown are understood to provide exemplary features of various details of some ways that can implement the technical concept of the present disclosure in practice. Therefore, unless otherwise specified, without departing from the technical concept of the present disclosure, the features of various embodiments / examples can be additionally combined, separated, interchanged, and / or rearranged.

[0030] The terms used herein are for the purpose of describing particular embodiments and are not intended to be limiting. As used herein, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are also intended to include the plural forms. In addition, when the terms "comprising" and / or "including" and their variants are used in this specification, it is stated that there are the stated features, integers, steps, operations, components, assemblies and / or groups thereof, but does not exclude the presence or addition of one or more other features, integers, steps, operations, components, assemblies and / or groups thereof. It should also be noted that, as used herein, the terms "substantially", "about" and other similar terms are used as approximate terms and not as terms of degree, and thus they are used to explain the inherent deviations of measured, calculated and / or provided values that would be recognized by a person of ordinary skill in the art.

[0031] In a large-scale reservation scenario involving multiple cities, the traffic management systems in each region are different, the path structures are differentiated, the driving routes and times of travelers are uncertain during long-distance driving, and there are different requirements such as the rest needs of travelers in long-distance driving scenarios. Therefore, if the driving paths are fixed for all travelers without discrimination, it will inevitably reduce the driving freedom and compliance rate of travelers, and even lead to the problem of fatigue driving in order to meet the compliance standards.

[0032] Figure 1 It is an architecture diagram of the reservation method for a closed road network according to an exemplary embodiment of the present disclosure. The following will be combined with Figure 1 to describe the reservation method for the closed road network of the present disclosure.

[0033] People have different travel demands for the closed road network in different reservation periods, and such travel demands usually have certain periodic characteristics. For example, there are more long-distance passenger cars across multiple cities during holidays, more trucks across multiple cities during weekdays, and more short-distance passenger cars during ordinary rest days, etc. Another example is that when an event such as a sports event or a concert is organized in a certain region, then there are more vehicles driving into the region before the event starts, and more vehicles driving out of the region after the event starts. Therefore, for different reservation periods, the spatial granularity and time granularity should be re-determined according to the road network characteristics of that period. The historical data of the same period of the target reservation period records information such as the historical traffic volume, historical reliability, historical weather data, historical travel characteristics, and historical road section characteristics of each node in the historical same period, which is an important reference basis for determining the spatial granularity and time granularity.

[0034] Specifically, when determining the spatial granularity, first, based on the historical traffic volumes of each node in the historical data of the same period, identify the nodes in the entire closed road network where the traffic resources are relatively scarce, that is, screen out the key nodes whose historical traffic volumes exceed the first threshold. These key nodes include physical exits, physical entrances, bottleneck points, and intersections, etc. Bottleneck points can be gas stations, rest areas, and are not listed one by one here. The first threshold is the lower limit of the traffic volume corresponding to the state where the traffic resources reach a scarce state. When the historical traffic volume exceeds the first threshold, it proves that the demand of travelers for this node reaches or exceeds the capacity of this node. Therefore, it is necessary to obtain the traffic permission through reservation. The value of the first threshold is adjusted according to parameters such as road section structure and local management policies, and is not restricted here.

[0035] Further, according to the preset appointment granularity of the appointment platform management personnel, determine the spatial granularity and its category. The spatial granularity represents the discrete unit spatial span of the closed road network and is the spatial unit of the appointment. The preset appointment granularity includes a first granularity, a second granularity, a third granularity, and a fourth granularity, which correspond to the first category, the second category, the third category, and the fourth category of the spatial granularity in sequence. The first granularity can be the checkpoint granularity, that is, the road section span between adjacent exits and entrances in space is used as a spatial granularity. Thus, the first category corresponding to the spatial granularity is the checkpoint category; the second granularity can be the bottleneck point granularity, that is, the road section span between the bottleneck point and any checkpoint is used as a spatial granularity, and the second category corresponding to the spatial granularity is the bottleneck point category; the third granularity can be the target node granularity. The target node is a key node whose historical traffic volume exceeds the second threshold and is an important traffic node in the closed road network. The control span between two adjacent target nodes is used as a spatial granularity, and the third category corresponding to the spatial granularity is the target node category; the fourth granularity can be the area category, that is, all key nodes of non-physical entrances in the same area are merged into an appointment starting point, and all key nodes of non-physical exits in the same area are merged into an appointment ending point. The space between two areas is used as a spatial granularity, and the fourth category corresponding to the spatial granularity is the area category. Of course, other granularities can be added to the preset appointment granularity, and the spatial granularity can also be the corresponding category accordingly, which is not restricted here. The first category, the second category, the third category, and the fourth category respectively correspond to different appointment freedoms. For example, when the spatial granularity is the first category, the traveler will obtain accurate driving-in and driving-out plans for physical entrances and physical exits; however, when the spatial granularity is the fourth category, the traveler can drive in from any key node in a certain area (such as a certain city) and drive out from any key node in the destination (such as another city), and the freedom of the fulfillment process will be higher. Usually, in the scenario where two areas are relatively close, the spatial granularity will be set to the first category, such as the road network appointment scenario between two adjacent urban areas; as the distance between the two areas increases, the spatial granularity of the second category, the third category, or the fourth category can be selected according to the situation to take into account the uncertainty of the long-distance driving scenario.

[0036] After determining the spatial granularity and its category, use the spatial granularity as the spatial span of the road network discretization process. Take the key nodes that are spaced apart by the spatial granularity and correspond to this category as the reservation start point or the reservation end point, and form a unit road section composed of adjacent reservation start points and reservation end points. Each road network has multiple unit road sections for reservation. Specifically, when the category of the spatial granularity is the first category, take any entity entrance as the reservation start point, any entity exit as the reservation end point, and the road section between the entity entrance and the entity exit spaced apart by the spatial granularity as the unit road section; when the category of the spatial granularity is the second category, take any bottleneck point as the reservation start point or the reservation end point, any entity entrance as the reservation start point, any entity exit as the reservation end point, and the road section between the entity entrance and the bottleneck point spaced apart by the spatial granularity, or the road section between the bottleneck point and the entity exit spaced apart by one spatial granularity as the unit road section; when the category of the spatial granularity is the third category, take the key nodes with historical traffic volume exceeding the second threshold as the target nodes, and the road section between two target nodes spaced apart by the spatial granularity as the unit road section; when the category of the spatial granularity is the fourth category, merge the remaining key nodes outside the entity exit in the same area into a reservation start point, merge all the key nodes outside the entity entrance in the same area into a reservation end point, and take the space between two areas spaced apart by the spatial granularity as the unit road section.

[0037] Meanwhile, according to the historical reliability of users, historical weather data, historical travel characteristics, historical road section characteristics in historical data of the same period, as well as the actual weather data, actual road section characteristics, spatial granularity and its type in the target reservation period, the time granularity is determined. The historical reliability is determined by the average fulfillment rate of all users with reservation trips in the historical same period; the historical weather data represents the climate state in the target reservation period. For example, the climate during the May Day and National Day holidays is usually gentle breeze, and the climate during the Spring Festival holiday is usually snowy. Different climates affect the average driving speed of vehicles; the historical road section characteristics include the road section structure and the periodic traffic characteristics of the road section. For example, a certain road section has three lanes and there is more outbound traffic during the National Day holiday, etc.; the actual weather data represents the actual weather conditions in the target reservation period. For example, the first day and the last day of the National Day holiday are rainy days, and the rest are sunny days. Different actual weather data affect the average driving speed of vehicles; the actual road section characteristics represent the personalized traffic state in the target reservation period. For example, there are road collapses, collision accidents, etc. The time granularity can be adjusted in a timely manner according to the actual road section characteristics. Of course, the spatial granularity and its type also affect the determination of the time granularity. For example, the first type of spatial granularity will correspond to a more accurate time granularity, such as two hours, five hours; the fourth type of spatial granularity will correspond to a more general time granularity, such as three days, five days. Adjusting the time granularity personalized can adapt to a richer reservation scenario and avoid the restriction of the undifferentiated time granularity on travelers. Furthermore, the target reservation period is discretized into multiple unit time periods according to the time granularity. For example, if the time granularity is 1 day and the target reservation period is seven days such as the May Day holiday and the adjacent days before and after it, then using the time granularity, this target reservation period can be discretized into seven reservation time periods, namely the day before the holiday starts, the first day of the holiday, the second day of the holiday, the third day of the holiday, the fourth day of the holiday, the fifth day of the holiday, and the day after the holiday ends. If a traveler selects five reservation time periods from the first day to the fifth day of the holiday, then the traveler's driving into or out of the corresponding reservation road section at any time during these five days is regarded as fulfillment, which improves the fulfillment freedom and experience of the traveler.

[0038] Further, according to the road section structure of each unit road section, the historical travel characteristics corresponding to each unit time period, and the actual weather data, combined with the preset travel rules, determine the passing quotas for each vehicle type in any unit road section during any unit time period. Specifically, according to the road section structure of each unit road section, the historical travel characteristics corresponding to each unit time period, and the actual weather data, determine the standard vehicle quotas for any unit road section during each unit time period. Among them, different vehicle types correspond to different standard vehicle quotas. If a five-seater private car is used as the standard vehicle, then by combining parameters such as the space occupied and the vehicle speed when a bus passes, it can be determined that a bus corresponds to two standard vehicles; similarly, a large truck can correspond to three standard vehicles. Further, according to the preset travel rules, determine the quota allocation ratios for various vehicle types in any unit road section during any unit time period, including: according to the preset travel rules, set the quota allocation ratio for trucks in each unit time period when any unit road section in the truck access space is in the truck access time as the first ratio; set the quota allocation ratio for trucks in each unit time period when any unit road section in the truck access space is in the passenger car priority time as the second ratio, and the second ratio is less than the first ratio.

[0039] For example, in area A, the truck access time is from 0:00 to 5:00 in the early morning during holidays; in area B, the truck access time is from 11:00 p.m. to 3:00 a.m. during holidays. Then, according to the preset travel rules of each region, different passing quotas for various vehicle types can be matched for the unit road sections and corresponding unit time periods of each region. For example, if the time granularity is 4 hours, then the first ratio of unit road section Ra in area A during the unit time period from 11:00 to 3:00 is a1%, and the first ratio of unit road section Rb in area B during the unit time period from 0:00 to 4:00 is b1%. The passenger car priority time in area A is from 5:00 to 8:00 in the early morning during holidays. Then, appropriately reduce the quota allocation ratio of trucks during this time period. For example, the second ratio is a2%, and the first ratio a1% should be greater than the second ratio a2%. The truck access prohibition time in area A is from 8:00 to 24:00 during holidays. Then, the quota allocation ratio of trucks during this interval is 0. The preset travel rules include time limit conditions such as the access time, priority time, and access prohibition time for various vehicle types in each region, as well as space limit conditions such as the access space, priority space, and access prohibition space for various vehicle types. The specific rules are determined according to the needs and other personalized travel characteristics of each region. The above examples do not serve as a limitation to this rule.

[0040] Furthermore, based on the standard vehicle quotas and the quota allocation ratios, calculate the passing quotas allocated to various vehicle types in any unit road section during any unit time period. For example, the standard vehicle quota of unit road section Ra during unit time period Ta is 1000 vehicles, and the quota allocation ratio is a1%. Assuming that a truck occupies 3 standard vehicle quotas, then the passing quota provided for trucks by unit road section Ra during unit time period Ta is: (1000 × a1%) / 3.

[0041] One way to determine the target spatio-temporal resources is as follows: According to the selections of other appointees for each vehicle type on each unit section during each unit time period, update the remaining available passage quotas for each vehicle type on each unit section during any unit time period. Take the passage resources for any unit section during any unit time period as the reservation resources, and push the reservation resources with remaining available passage quotas to the travelers for their selection. Based on the traveler's selection, use the expected section selected by the traveler as the target section and the expected time period selected by the traveler as the target time period to form the target spatio-temporal resources.

[0042] Another way to determine the target spatio-temporal resources is as follows: Set a reservation deadline. For example, five days before the target reservation period is the application time, and then take the last moment of the application time as the reservation deadline. Before the reservation deadline, obtain the expected spatio-temporal resources of all appointees including the traveler; after the reservation deadline, count these reservation data to determine the total reservation volume of the target vehicle type for the expected spatio-temporal resources. The target vehicle type is the vehicle type driven by the traveler, including private cars, large buses, small buses, trucks, etc. Then, sort according to the reservation priorities of the appointees who drive the target vehicle type and reserve the expected spatio-temporal resources to form a reservation queue, and the reservation queue is arranged in descending order of reservation priority. Furthermore, allocate the passage quotas of the target vehicle type for the expected spatio-temporal resources to the reservation queue in sequence, take the ranking of the last appointee who obtains the passage quota in the reservation queue as the cut-off position, and take the reservation priority of this appointee as the priority threshold of the expected spatio-temporal resources for the target vehicle type.

[0043] If the traveler has reservation requirements for multiple consecutive or non-consecutive unit sections or unit time periods, the above methods can be used to determine multiple target spatio-temporal resources, and these target spatio-temporal resources are summarized into a travel plan and pushed to the traveler.

[0044] Further, when the reservation priority of a traveler is greater than or equal to the priority threshold, the expected spatio-temporal resources are allocated to the traveler as the target spatio-temporal resources; or when the reservation priority is less than the priority threshold, the expected time period in the expected spatio-temporal resources is adjusted to the remaining unit time periods adjacent in time and with remaining passing quotas on the expected road section. After receiving the confirmation instruction of the traveler for any one of the remaining unit time periods, the target spatio-temporal resources including the expected road section and the unit time period corresponding to the confirmation instruction are formed. That is to say, if the passing permission for the traveler to use the expected road section Ra1 at the expected time period Ta1 cannot be allocated, then the remaining unit time periods Ta2 or Ta3 adjacent to the expected time period Ta1 and with remaining passing quotas are recommended to the traveler. If the traveler selects Ta2, then Ta2 and Ra1 are used as the target spatio-temporal resources. On the contrary, if the traveler is not satisfied with Ta2 or Ta3, then all the unit time periods with remaining passing quotas can be pushed to the traveler, and the target spatio-temporal resources are formed according to the traveler's active selection.

[0045] Obviously, the reservation priority of the traveler is crucial for successfully obtaining the expected spatio-temporal resources. Therefore, before determining the target spatio-temporal resources, the reservation priority should also be set for the traveler. The reservation priority is composed of parameters such as vehicle type weight, distance weight, performance points, and travel purpose rigidity. Specifically, when the target vehicle type associated with the traveler is a truck, the vehicle type weight of the traveler in each unit time period during the truck access time is increased to generate the first reservation priority. When the target vehicle type associated with the traveler is a passenger car and the span of the expected space in the expected spatio-temporal resources is greater than the distance threshold, the vehicle type weight of the traveler in each unit time period during the passenger car priority time is increased, and the distance weight of the traveler in the first passenger time during the passenger car priority time is increased to generate the second reservation priority; for example, taking 6:00 to 24:00 as the passenger car priority time and 6:00 to 12:00 in the morning as the first passenger time, for travelers with long-distance driving needs, the vehicle type weight and distance weight in the first passenger time are increased to ensure that these travelers can travel in the morning or in the morning and increase their driving duration during the day on the road. When the target vehicle type associated with the traveler is a passenger car and the span of the expected space is less than or equal to the distance threshold, the vehicle type weight of the traveler in each unit time period during the passenger car priority time is increased to generate the third reservation priority; taking 12:00 to 24:00 as the second passenger time, for travelers with short- and medium-distance driving needs, the vehicle type weight and distance weight in the second passenger time are increased. When ensuring that these travelers can travel during non-early morning hours, the resources in the morning are tilted towards travelers with long-distance driving needs.

[0046] It should be noted that the target sections of each target spatio-temporal resource may be continuous or discontinuous, and the target time periods of each target spatio-temporal resource may be continuous or discontinuous. For example, the target section may be from place A to place B and from place C to place D; the target time period may be the first day and the third day of the holiday.

[0047] In some embodiments, after determining the target spatio-temporal resource, according to the total time span and total space span of the target spatio-temporal resource, the verification tolerance time and verification tolerance space are set for the traveler in a personalized manner. Specifically, when the total time span is greater than the time span threshold, a first tolerance time is set; for example, when the total time span is greater than one day, the first tolerance time is set to 4 hours. If the traveler enters the target section 4 hours before the start time of the target time period or leaves the target section 4 hours after the end time of the target time period, it is regarded as fulfilling the agreement. When the total time span is less than or equal to the time span threshold, a second tolerance time is set, and the duration of the first tolerance time is greater than that of the second tolerance time; for example, when the total time span is less than or equal to 1 day, the second tolerance time is set to 1 hour. If the traveler enters the target section 1 hour before the start time of the target time period or leaves the target section 1 hour after the end time of the target time period, it is regarded as fulfilling the agreement. When the total space span is greater than the space span threshold, a first tolerance space is set; when the total time span is greater than 500 kilometers, the first tolerance space is 100 kilometers. If the traveler enters the target section anywhere within 100 kilometers from the reservation starting point or leaves the target section anywhere within 100 kilometers from the reservation ending point, it is regarded as fulfilling the agreement. When the total space span is less than or equal to the space span threshold, a second tolerance space is set, and the spatial range of the first tolerance space is greater than that of the second tolerance space; when the total time span is less than or equal to 500 kilometers, the first tolerance space is 20 kilometers. If the traveler enters the target section anywhere within 20 kilometers from the reservation starting point or leaves the target section anywhere within 20 kilometers from the reservation ending point, it is regarded as fulfilling the agreement.

[0048] In some embodiments, according to the environmental information of the target spatio-temporal resource, the verification tolerance time and verification tolerance space are updated. That is to say, if it suddenly turns into rain or snow weather, or there are traffic accidents, road collapses and other situations, the traveler will drive at a reduced speed, then the verification tolerance time and verification tolerance space can be appropriately increased. On the contrary, if the weather changes from rain or snow to clear, or traffic congestion factors such as traffic accidents and road collapses are lifted, then the verification tolerance time and verification tolerance space can be appropriately reduced.

[0049] Furthermore, after determining the verification tolerance time and verification tolerance space, the actual travel data of the traveler is matched with the target spatio-temporal resource, and in response to the verification tolerance space, the fulfillment result is determined.

[0050] Specifically, when the time difference between the entry time of the traveler to the target spatio-temporal resource and the start time of the target time period is less than or equal to the verification tolerance time, or the time difference between the departure time of the traveler from the target spatio-temporal resource and the end time of the target time period is less than or equal to the verification tolerance time, and the distance between the entry position of the traveler to the target spatio-temporal resource and the reservation start point of the target road section is less than or equal to the verification tolerance space, or the distance between the departure position of the traveler from the target spatio-temporal resource and the reservation end point of the target road section is less than or equal to the verification tolerance time, it is determined that the performance result is full performance.

[0051] For example, if a traveler departs from any target road section to an external stop point, and the distance between the external stop point and the adjacent target road section is less than or equal to the verification tolerance space, it is determined that the traveler performs the contract in terms of space dimension. When the distance between the external stop point and the adjacent target road section is greater than the verification tolerance space, it is determined that the traveler partially performs the contract in terms of space dimension; if the time difference between the entry time of the traveler from the external stop point to any target road section and the start time of the target time period of the target road section is less than or equal to the verification tolerance time, it is determined that the traveler performs the contract in terms of time dimension; or, when the time difference is greater than the verification tolerance time, if the target road section is in a non-congested state, it is determined that the traveler performs the contract in terms of time dimension.

[0052] Figure 2 One of the schematic diagrams of the performance process of the exemplary embodiment of the present disclosure. Refer to Figure 2 , assuming that the target spatio-temporal resource is the right of way of the road section between the reservation start point A and the reservation end point B during the target time period. The actual driving paths R1 and R2 of the traveler from the reservation start point A to the reservation end point B are the same as the path of the target road section. If, during the performance process, the traveler departs from the target road section at the departure point P and enters the target road section at the entry point Q, and the departure point P and the entry point Q are the passing points of the target road section, such as the highway exit P and the highway entrance Q in a certain city; then, if the time difference between the actual departure time T11 corresponding to the departure point P and the actual entry time T12 of the entry point Q is less than the verification tolerance time, it is regarded as performance. For example, if the verification tolerance time of the traveler is 1 day, and the traveler stays in a certain city for 1 day and then re-enters the target road section, it is regarded as performance.

[0053] Figure 3 Another schematic diagram of the performance process of the exemplary embodiment of the present disclosure. Refer to Figure 3, assume that the target spatio-temporal resource is: the right of way for the road section between the reservation start point A and the reservation end point B during the target time period. The actual driving path R3 of the traveler from the reservation start point A to the reservation end point B is consistent with the path of the target road section. If the traveler, during the performance of the contract, leaves the target road section at the actual departure time T21 at the actual departure position X, and the control span from the actual departure position X to the reservation end point B is within the range of the verification tolerance space, it proves that the traveler performs the contract in the spatial dimension; the time difference between the actual departure time T21 and the end time of the target time period is less than or equal to the verification tolerance time, then it proves that the traveler performs the contract in the time dimension.

[0054] Figure 4 This is the third schematic diagram of the performance process of the exemplary embodiment of the present disclosure. Refer to Figure 3 , assume that the target spatio-temporal resource is: the right of way for the target road section R6 between the reservation start point A and the reservation end point B during the target time period. If the traveler enters the target road section at the reservation start point A, leaves the target road section at the actual departure position Y at the actual departure time T31 and drives along the actual driving path R4 to the external stop point N; drives from the external stop point N along the actual driving path R5 to the reservation end point B, and leaves the reservation end point B at the actual departure time T32. If the actual driving path R5 and the distance between the actual instance position Y and the external stop point N are not congested during the time period from the actual departure time T31 to the actual departure time T32, and the traveler has a reservation record from the reservation start point A to the reservation end point B, then the traveler is considered to have performed the contract. Of course, the ratio of the distance between the reservation start point A and the actual departure position Y to the total distance of the target road section can also be used as the performance ratio to determine that the traveler has partially performed the contract.

[0055] Finally, the performance result is fed back to the reservation platform for updating time granularity, space granularity, reservation priority, etc. At the same time, the traveler is rewarded or punished according to the performance result, including that if the performance ratio reaches the corresponding threshold, no toll will be charged, etc.

[0056] Figure 5 This is the flowchart of the reservation method for a closed road network in the exemplary embodiment of the present disclosure.

[0057] Refer to Figure 5, To implement the foregoing technical solution, the present disclosure provides a reservation method M100 for a closed road network, including: Step S110, determining the spatial granularity of the closed road network according to the historical data of the same period of the target reservation period and the preset reservation granularity of the closed road network, and calling the spatial granularity to discretize the closed road network into multiple unit road segments, where the spatial granularity includes a first category, a second category, a third category, and a fourth category; Step S120, matching appropriate time granularities for different categories of spatial granularities according to the historical data of the same period and the environmental information of the closed road network in the target reservation period, and discretizing the target reservation period into multiple unit time periods according to the time granularity; and Step S130, generating a travel plan including multiple target spatio-temporal resources according to the multiple desired spatio-temporal resources selected by the traveler and the passing quotas of the desired spatio-temporal resources for the target vehicle type associated with the traveler, where the target road segments of each target spatio-temporal resource are continuous or discontinuous, and the target time periods of each target spatio-temporal resource are continuous or discontinuous.

[0058] By setting different types of spatial granularities and different-duration time granularities, and personalizing the verification tolerance time and verification tolerance space, the present disclosure improves the reservation experience and fulfillment flexibility of travelers.

[0059] Correspondingly, the present disclosure further provides a reservation device for a closed road network, including: a spatial granularity determination module, configured to determine the spatial granularity of the closed road network according to the historical data of the same period of the target reservation period and the preset reservation granularity of the closed road network, and call the spatial granularity to discretize the closed road network into multiple unit road segments, where the spatial granularity includes a first category, a second category, a third category, and a fourth category; a time granularity determination module, configured to match appropriate time granularities for different categories of spatial granularities according to the historical data of the same period and the environmental information of the closed road network in the target reservation period, and discretize the target reservation period into multiple unit time periods according to the time granularity; and a resource reservation module, configured to generate a travel plan including multiple target spatio-temporal resources according to the multiple desired spatio-temporal resources selected by the traveler and the passing quotas of the desired spatio-temporal resources for the target vehicle type associated with the traveler, where the target road segments of each target spatio-temporal resource are continuous or discontinuous, and the target time periods of each target spatio-temporal resource are continuous or discontinuous.

[0060] The device may include corresponding modules for executing each or several steps in the above flowchart. Therefore, each step or several steps in the above flowchart may be executed by the corresponding modules, and the device may include one or more of these modules. The modules may be one or more hardware modules specifically configured to execute the corresponding steps, or implemented by a processor configured to execute the corresponding steps, or stored in a computer-readable medium for implementation by the processor, or implemented through a certain combination.

[0061] The hardware structure can be implemented using a bus architecture. The bus architecture can include any number of interconnected buses and bridges, depending on the specific application of the hardware and the overall design constraints. The bus connects various circuits of one or more processors, memories, and / or hardware modules together. The bus can also connect various other circuits such as peripheral devices, voltage regulators, power management circuits, external antennas, etc.

[0062] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, 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 connection line is shown in this figure, but it does not mean that there is only one bus or one type of bus.

[0063] The present disclosure also provides a reservation system for a closed road network, including: a reservation platform, a dispatching center, roadside verification equipment, and on-vehicle equipment, where the reservation platform is used to provide an application channel for travelers regarding desired spatio-temporal resources; the dispatching center is used for the reservation method of the closed road network described above; the roadside verification equipment is used to monitor the actual travel data of travelers; and the on-vehicle equipment is used to receive the dispatching instructions from the dispatching center.

[0064] In the description of this specification, the description with reference to terms such as "one embodiment / way", "some embodiments / ways", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment / way or example are included in at least one embodiment / way or example of the present disclosure. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment / way or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments / ways or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments / ways or examples described in this specification and the features of different embodiments / ways or examples.

[0065] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" can explicitly or implicitly include at least one of the features. In the description of the present disclosure, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0066] Those skilled in the art should understand that the above embodiments are only for clearly explaining the present disclosure, rather than limiting the scope of the present disclosure. For those skilled in the art, other changes or variations can be made based on the above disclosure, and these changes or variations are still within the scope of the present disclosure.

Claims

1. A closed road network reservation method, characterized in that: include: According to the historical contemporaneous data of the target reservation period and the preset reservation granularity of the closed road network, the spatial granularity of the closed road network is determined, and the spatial granularity is called to discretize the closed road network into multiple unit sections, including: according to the historical contemporaneous data, the key nodes in the closed road network where the historical traffic volume exceeds the first threshold are determined, and the key nodes include physical exits, physical entrances, bottleneck points and intersections; based on the preset reservation granularity, the spatial granularity with corresponding categories is determined, and the preset reservation granularity includes a first granularity, a second granularity, a third granularity and a fourth granularity, and the preset reservation granularity corresponds to the category of the spatial granularity; according to the spatial granularity, a reservation starting point and a reservation end point are determined in multiple of the key nodes to form multiple unit sections composed of adjacent reservation starting points and reservation end points, and the spatial granularity represents the unit spatial span used for reservation in the closed road network; the spatial granularity includes a first category, a second category, a third category and a fourth category; According to the historical contemporaneous data and the environmental information of the closed road network in the target reservation period, matching the spatial granularities of different categories with appropriate time granularities, and discretizing the target reservation period into a plurality of unit time periods according to the time granularities; and Generate a travel plan including multiple target spatiotemporal resources according to multiple desired spatiotemporal resources selected by the traveler and the quota of the desired spatiotemporal resources for the target vehicle type associated with the traveler, wherein the target road section of each target spatiotemporal resource is continuous or discontinuous, and the target time period of each target spatiotemporal resource is continuous or discontinuous; The step of determining a reservation start point and a reservation end point among the plurality of key nodes according to the spatial granularity to form a plurality of unit sections consisting of the adjacent reservation start points and the reservation end points includes: When the category of the spatial granularity is the first category, any of the physical entrances is used as the reservation starting point, any of the physical exits is used as the reservation end point, and the road section between the physical entrance and the physical exit separated by the spatial granularity is used as the unit road section; When the category of the spatial granularity is the second category, any of the bottleneck points is used as the reservation starting point or the reservation end point, any of the physical entrances is used as the reservation starting point, any of the physical exits is used as the reservation end point, and the road section between the physical entrance and the bottleneck point separated by the spatial granularity, or the road section between the bottleneck point and the physical exit separated by one of the spatial granularity is used as the unit road section; When the category of the spatial granularity is the third category, the key node whose historical traffic volume exceeds the second threshold is taken as the target node, and the section between two target nodes separated by the spatial granularity is taken as the unit section; When the category of the spatial granularity is the fourth category, the remaining key nodes in the same area and outside the physical exit are merged into a reservation starting point, and all the key nodes in the same area and outside the physical entrance are merged into a reservation end point, with the space between the two areas separated by the spatial granularity as the unit road section.

2. The closed road network reservation method according to claim 1, characterized in that: The method of matching the spatial granularities of different categories with corresponding time granularities according to the historical contemporaneous data and the environmental information of the closed road network in the target reservation period, and discretizing the target reservation period into a plurality of unit time periods according to the time granularity, includes: Determine the time granularity according to the user's historical reliability, historical weather data, historical travel characteristics, historical road segment characteristics in the historical contemporaneous data, and the actual weather data and actual road segment characteristics in the environmental information, and in combination with the spatial granularity and its type; and The target reservation period is discretized into a plurality of the unit time periods according to the time granularity.

3. The closed road network reservation method according to claim 1, characterized in that: The generating of a travel plan including a plurality of target spatiotemporal resources according to the plurality of desired spatiotemporal resources selected by the traveler and the quota of the desired spatiotemporal resources for the target vehicle type associated with the traveler comprises: According to the section structure of each unit section, the historical travel characteristics corresponding to each unit time period, the actual weather data, and the preset travel rules, the passage quota of each vehicle type in any unit section in any unit time period is determined, and the passage resources of any unit section in any unit time period are used as reservation resources, and the remaining passage quota of the target vehicle type in each reservation resource is pushed to the traveler, and the expected spatiotemporal resources selected by the traveler are used as the target spatiotemporal resources to generate a travel plan containing multiple target spatiotemporal resources; or The desired space-time resources of the traveler are obtained before the reservation deadline. After the reservation deadline, the total reservation amount of the target vehicle model for the desired space-time resources and the quota of the desired space-time resources for the target vehicle model are determined, and a priority threshold is determined based on the quota of quotas. The reservation priority of the traveler is matched with the priority threshold of the desired space-time resources, target space-time resources are allocated to the traveler, and a travel plan including multiple target space-time resources is generated.

4. The closed road network reservation method according to claim 3, characterized in that: The step of matching the reservation priority of the traveler with the priority threshold of the desired spatiotemporal resource and allocating target spatiotemporal resource to the traveler includes: When the reservation priority of the traveler is greater than or equal to the priority threshold, allocating the desired spatiotemporal resource as the target spatiotemporal resource to the traveler; or When the reservation priority is less than the priority threshold, the desired time period in the desired space-time resource is adjusted to the remaining unit time periods that are adjacent to its time and have remaining passage places on its desired road section, and after receiving the traveler's confirmation instruction for any of the remaining unit time periods, the target space-time resource is formed including the desired road section and the unit time period corresponding to the confirmation instruction.

5. The closed road network reservation method according to claim 3, characterized in that: Before matching the reservation priority of the traveler with the priority threshold of the desired spatiotemporal resource and allocating the target spatiotemporal resource to the traveler, the method includes: Based on the quota of passage for the target vehicle type in the expected space-time resources, the priority threshold of the expected space-time resources is determined, including: forming a reservation queue for the target vehicle type according to the total amount of reservations for the expected space-time resources by the target vehicle type and the reservation priority of each reservation holder of the target vehicle type, and taking the reservation priority of the reservation holder corresponding to the cutoff position of the quota allocation in the reservation queue as the priority threshold of the expected space-time resources for the target vehicle type.

6. The closed road network reservation method according to claim 3, characterized in that: The determining of the passage quota for each vehicle type in any unit road section in any unit time period according to the road section structure of each unit road section, the historical travel characteristics corresponding to each unit time period, the actual weather data, and the preset travel rules includes: Determine the standard vehicle quota for any of the unit road sections in each of the unit time periods according to the road section structure of each of the unit road sections, the historical travel characteristics corresponding to each of the unit time periods, and actual weather data; According to the preset travel rules, determining the quota allocation ratio of various types of vehicles in any unit time period of any unit road section, including: according to the preset travel rules, setting the quota allocation ratio of trucks in any unit road section in the truck access space in each unit time period of the truck access time to a first ratio; setting the quota allocation ratio of trucks in any unit road section in the truck access space in each unit time period of the passenger car priority time to a second ratio, wherein the second ratio is smaller than the first ratio; Based on the standard vehicle quota and the quota allocation ratio, the traffic quota allocated to the various types of vehicles in any unit time period of any unit road section is calculated.

7. The closed road network reservation method according to claim 3, characterized in that: Also includes: Setting the reservation priority for the traveler includes: When the target vehicle type associated with the traveler is a truck, the vehicle type weight of the traveler in each unit time period of the truck access time is increased to generate a first reservation priority; When the target vehicle type associated with the traveler is a passenger car and the span of the expected space in the expected space-time resource is greater than the distance threshold, the vehicle type weight of the traveler in each unit time period of the passenger car priority time is increased, and the distance weight of the traveler in the first passenger time of the passenger car priority time is increased to generate a second reservation priority; When the target vehicle type associated with the traveler is the passenger car and the span of the desired space is less than or equal to the distance threshold, the vehicle type weight of the traveler in each unit time period of the passenger car priority time is increased to generate a third reservation priority.

8. The closed road network reservation method according to claim 1, characterized in that: After generating a travel plan including a plurality of target spatiotemporal resources according to the plurality of desired spatiotemporal resources selected by the traveler and the quota of the desired spatiotemporal resources for the target vehicle type associated with the traveler, the method includes: Determining the verification tolerance time and verification tolerance space according to the total time span and the total space span of the target space-time resource, including: when the total time span is greater than the time span threshold, setting a first tolerance time; when the total time span is less than or equal to the time span threshold, setting a second tolerance time, and the duration of the first tolerance time is greater than the duration of the second tolerance time; when the total space span is greater than the space span threshold, setting a first tolerance space; when the total space span is less than or equal to the space span threshold, setting a second tolerance space, and the spatial range of the first tolerance space is greater than the spatial range of the second tolerance space; and The verification tolerance time and the verification tolerance space are updated according to the environment information of the target spatiotemporal resource.

9. The closed road network reservation method according to claim 8, characterized in that: After determining the verification tolerance time and verification tolerance space according to the total time span and total space span of the target spatiotemporal resources, the method includes: The actual travel data of the traveler is matched with the target space-time resources, and the fulfillment result is determined in response to the verification tolerance space.

10. The closed road network reservation method according to claim 9, characterized in that: The matching of the actual travel data of the traveler with the target space-time resource and determining the fulfillment result in response to the verification tolerance space includes: When the time difference between the traveler's entry moment of the target space-time resource and the start moment of his target time period is less than or equal to the verification tolerance time, or the time difference between the traveler's departure moment of the target space-time resource and the end moment of the target time period is less than or equal to the verification tolerance time, and the distance between the traveler's entry position of the target space-time resource and the scheduled starting point of his target road section is less than or equal to the verification tolerance space, or the distance between the traveler's departure position of the target space-time resource and the scheduled end point of the target road section is less than or equal to the verification tolerance time, the fulfillment result is determined to be full fulfillment.

11. The closed road network reservation method according to claim 9, characterized in that: The matching of the actual travel data of the traveler with the target space-time resource and determining the fulfillment result in response to the verification tolerance space includes: If the traveler leaves any of the target road segments to an external stop point, and the distance between the external stop point and the adjacent target road segment is less than or equal to the verification tolerance space, then the traveler is determined to have fulfilled the contract in the spatial dimension; when the distance between the external stop point and the adjacent target road segment is greater than the verification tolerance space, then the traveler is determined to have partially fulfilled the contract in the spatial dimension; If the time difference between the traveler's entry time from the external stop point into any of the target road sections and the start time of the target time period of the target road section is less than or equal to the verification tolerance time, the traveler is determined to have fulfilled his contract in the time dimension; or, when the time difference is greater than the verification tolerance time, if the target road section is in a non-congested state, the traveler is determined to have fulfilled his contract in the time dimension.

12. The closed road network reservation method according to claim 1, characterized in that: Also includes: The time granularity is updated according to actual weather data and actual road section characteristics in the environmental information of the target spatiotemporal resource.

13. A reservation device for a closed road network, characterized in that: include: A spatial granularity determination module is used to determine the spatial granularity of the closed road network according to the historical contemporaneous data of the target reservation period and the preset reservation granularity of the closed road network, and call the spatial granularity to discretize the closed road network into multiple unit sections, including: determining the key nodes in the closed road network where the historical traffic volume exceeds the first threshold according to the historical contemporaneous data, and the key nodes include physical exits, physical entrances, bottleneck points and intersections; based on the preset reservation granularity, determining the spatial granularity with corresponding categories, the preset reservation granularity includes the first granularity, the second granularity, the third granularity and the fourth granularity, and the preset reservation granularity corresponds to the category of the spatial granularity; according to the spatial granularity, determining the reservation starting point and the reservation end point in multiple key nodes to form multiple unit sections composed of adjacent reservation starting points and reservation end points, and the spatial granularity represents the unit spatial span used for reservation in the closed road network; the spatial granularity includes the first category, the second category, the third category and the fourth category; a time granularity determination module, for matching appropriate time granularities for different categories of the spatial granularities according to the historical contemporaneous data and the environmental information of the closed road network in the target reservation period, and discretizing the target reservation period into a plurality of unit time periods according to the time granularity; and A resource reservation module, for generating a travel plan including multiple target spatiotemporal resources according to multiple desired spatiotemporal resources selected by the traveler and the quota of the desired spatiotemporal resources for the target vehicle type associated with the traveler, wherein the target road section of each target spatiotemporal resource is continuous or discontinuous, and the target time period of each target spatiotemporal resource is continuous or discontinuous; The step of determining a reservation start point and a reservation end point among the plurality of key nodes according to the spatial granularity to form a plurality of unit sections consisting of the adjacent reservation start points and the reservation end points includes: When the category of the spatial granularity is the first category, any of the physical entrances is used as the reservation starting point, any of the physical exits is used as the reservation end point, and the road section between the physical entrance and the physical exit separated by the spatial granularity is used as the unit road section; When the category of the spatial granularity is the second category, any of the bottleneck points is used as the reservation starting point or the reservation end point, any of the physical entrances is used as the reservation starting point, any of the physical exits is used as the reservation end point, and the road section between the physical entrance and the bottleneck point separated by the spatial granularity, or the road section between the bottleneck point and the physical exit separated by one of the spatial granularity is used as the unit road section; When the category of the spatial granularity is the third category, the key node whose historical traffic volume exceeds the second threshold is taken as the target node, and the section between two target nodes separated by the spatial granularity is taken as the unit section; When the category of the spatial granularity is the fourth category, the remaining key nodes in the same area and outside the physical exit are merged into a reservation starting point, and all the key nodes in the same area and outside the physical entrance are merged into a reservation end point, with the space between the two areas separated by the spatial granularity as the unit road section.

14. A reservation system for a closed road network, characterized in that: include: Reservation platform, dispatch center, roadside verification equipment and vehicle-mounted equipment, including The reservation platform is used to provide travelers with an application channel for desired space-time resources; The dispatch center is used to execute the closed road network reservation method described in any one of claims 1 to 12; The roadside verification equipment is used to monitor the actual travel data of the traveler; and The vehicle-mounted device is used to receive the dispatch instruction from the dispatch center.

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