A method, device, medium and equipment for setting variable lanes based on flow rate

Abstract

The present invention relates to the field of road traffic control, and in particular to a flow-based variable lane setting method, device, medium and equipment, comprising: obtaining turning flow and straight flow according to an initial lane type and a first vehicle flow, screening a target road from candidate roads, obtaining the number of first variable lanes according to the number of straight lanes, turning flow and straight flow, obtaining the degree of left-turn demand and right-turn demand according to the initial lane type and the first vehicle flow, obtaining the target lane type corresponding to each straight lane according to the first variable lane number, the degree of left-turn demand, the degree of right-turn demand and the distance between lanes, characterizing the balance between the turning demand and the turning ability of the lane by analyzing the turning flow and the straight flow, analyzing the demand of the current target road for the left-turn lane and the right-turn lane, so as to set the straight lane, thereby improving the setting accuracy of the variable lane and thus improving the degree of relieving traffic pressure.

Description

Technical Field

[0001] The present invention relates to the field of road traffic control, and in particular to a flow-based variable lane setting method, device, medium and equipment. Background Art

[0002] In the traffic flow at a flat intersection, conflict points will occur between vehicles going straight and turning left, causing urban traffic congestion to seriously affect people's travel efficiency and quality of life. How to correctly handle and organize left-turning vehicles is the key to ensuring smooth and safe traffic at intersections.

[0003] Variable lanes are mainly set up at intersections. They can change the direction of the lanes according to the characteristics of vehicle flow at different times, thereby flexibly regulating the direction of vehicle flow, which plays an important role in alleviating traffic pressure.

[0004] The existing variable road setting method analyzes the basic conditions of the road from the aspects of the road conditions and traffic flow characteristics of left-turn and straight-through sections, and proposes a model for evaluating road traffic efficiency using the entropy method. Combined with the capacity model, the relationship between traffic flow and vehicle speed on left-turn and straight-through sections is explored, and a variable lane evaluation model and setting method for straight-through and left-turn sections are proposed. However, in reality, the vehicle flow situation on the road is complex, and left-turn roads, right-turn roads, and straight-through roads may not meet the flow demand. The above methods are difficult to correctly set variable lanes, and thus it is difficult to organize left-turn, right-turn, and straight-through vehicles, resulting in low traffic flow at the intersection.

[0005] Therefore, how to improve the accuracy of variable lane settings becomes an urgent problem to be solved. Summary of the invention

[0006] In view of the above technical problems, the technical solution adopted by the present invention is a flow-based variable lane setting method, which includes the following steps:

[0007] S1, obtain N candidate roads, several lanes corresponding to each candidate road, the first traffic flow of each lane within a first preset time period, and the initial lane type corresponding to each lane, wherein the first preset time period refers to the time period corresponding to Q days before the current time point to the current time point, and the initial lane types include a straight lane, a left turn lane, a right turn lane, a U-turn lane, a straight plus a left turn lane, and a straight plus a right turn lane, N>1, Q>0.

[0008] S2, for any candidate road, according to the initial lane type corresponding to each lane in the current candidate road and the first traffic flow corresponding to each lane, obtain the turning flow and the straight flow corresponding to the current candidate road.

[0009] S3, selecting M target roads from N candidate roads according to the turning flow and the straight flow, where 0<M≤N and M is an integer.

[0010] S4, for any target road, according to the number of straight lanes, turning flow and straight flow corresponding to the current target road, obtain the first number of variable lanes corresponding to the current target road.

[0011] S5, obtaining a left turn demand degree and a right turn demand degree corresponding to the current target road according to the initial lane type and the first vehicle flow corresponding to each lane in the current target road.

[0012] S6. According to the first number of variable lanes corresponding to the current target road, the degree of left turn demand, the degree of right turn demand, the first distance between each straight lane and each left turn lane, and the second distance between each straight lane and each right turn lane, the target lane type corresponding to each straight lane is obtained, wherein the target lane type includes a straight lane, a straight and left turn variable lane, and a straight and right turn variable lane.

[0013] The present invention also provides a flow-based variable lane setting device, the flow-based variable lane setting device comprising:

[0014] The data acquisition module is used to acquire N candidate roads, a number of lanes corresponding to each candidate road, a first traffic volume of each lane within a first preset time period, and an initial lane type corresponding to each lane, wherein the first preset time period refers to a time period corresponding to Q days before a current time point to a current time point, and the initial lane types include a straight lane, a left turn lane, a right turn lane, a U-turn lane, a straight plus a left turn lane, and a straight plus a right turn lane, N>1, Q>0.

[0015] The traffic acquisition module is used to acquire the turning traffic and straight traffic corresponding to the current candidate road for any candidate road according to the initial lane type corresponding to each lane in the current candidate road and the first vehicle flow corresponding to each lane.

[0016] The road screening module is used to screen M target roads from N candidate roads according to the turning flow and the straight flow, wherein 0<M≤N, and M is an integer.

[0017] The lane number acquisition module is used to acquire, for any target road, the first variable lane number corresponding to the current target road according to the number of straight lanes, turning flow and straight flow corresponding to the current target road.

[0018] The demand degree acquisition module is used to acquire the left turn demand degree and the right turn demand degree corresponding to the current target road according to the initial lane type and the first vehicle flow corresponding to each lane in the current target road.

[0019] The variable lane setting module is used to obtain the target lane type corresponding to each straight lane according to the first variable lane number corresponding to the current target road, the degree of left turn demand, the degree of right turn demand, the first distance between each straight lane and each left turn lane, and the second distance between each straight lane and each right turn lane, wherein the target lane type includes a straight lane, a straight and left turn variable lane, and a straight and right turn variable lane.

[0020] The present invention also provides a non-transitory computer-readable storage medium, in which at least one instruction or at least one program is stored, and the at least one instruction or at least one program is loaded and executed by a processor to implement the above-mentioned flow-based variable lane setting method.

[0021] The present invention also provides an electronic device, comprising a processor and the above-mentioned non-transitory computer-readable storage medium.

[0022] The present invention has at least the following beneficial effects: according to the initial lane type corresponding to each lane in the current candidate road and the first vehicle flow corresponding to each lane, the turning flow and the straight flow corresponding to the current candidate road are obtained, and by analyzing the turning flow and the straight flow, the balance between the turning demand and the turning ability of the lane in the current target candidate road is characterized, M target roads are screened out from N candidate roads, and the setting object of the variable road is specified, and according to the number of straight lanes, the turning flow and the straight flow corresponding to the current target road, the first variable lane number corresponding to the current target road is obtained, and according to the number of straight lanes, the turning flow and the straight flow corresponding to each lane in the current target road, the first variable lane number corresponding to the current target road is obtained. The initial lane type and the first traffic flow are used to analyze the demand for left-turn lanes and right-turn lanes on the current target road, and the left-turn demand degree and right-turn demand degree corresponding to the current target road are obtained as the basis for setting the variable type of the through lane. According to the first number of variable lanes corresponding to the current target road, the left-turn demand degree, the right-turn demand degree, the first distance between each through lane and each left-turn lane, and the second distance between each through lane and each right-turn lane, the target lane type corresponding to each through lane is obtained, which improves the setting accuracy of the variable lanes and thereby improves the degree of relief of traffic pressure. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 A flow chart of a method for setting variable lanes based on traffic flow provided in Embodiment 1 of the present invention;

[0025] Figure 2 A flow chart of a variable lane setting method provided in Embodiment 2 of the present invention;

[0026] Figure 3 A schematic diagram of the structure of a flow-based variable lane setting device provided in Example 3 of the present invention. DETAILED DESCRIPTION

[0027] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0028] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It is understood that, where appropriate, the above-mentioned terms used to distinguish similar objects can be interchanged so that the present invention can also implement other embodiments other than the above-mentioned illustrated embodiments or described embodiments. In addition, the terms "including" and "having" and any variations are intended to cover non-exclusive inclusions. For example, a process, method, system, product or server that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0029] Embodiment 1

[0030] The first embodiment provides a method for setting a variable lane based on traffic flow, and the method for setting a variable lane based on traffic flow includes the following steps: Figure 1 As shown:

[0031] S1, obtain N candidate roads, several lanes corresponding to each candidate road, the first traffic flow of each lane within a first preset time period, and the initial lane type corresponding to each lane, wherein the first preset time period refers to the time period corresponding to Q days before the current time point to the current time point, and the initial lane types include a straight lane, a left turn lane, a right turn lane, a U-turn lane, a straight plus a left turn lane, and a straight plus a right turn lane, N>1, Q>0.

[0032] Among them, candidate roads refer to roads with large vehicle flow that require variable lane analysis and setting. The first vehicle flow can refer to the number of vehicles passing through the corresponding lane within the first preset time period, which serves as the basis for comparing the flow requirements of each lane.

[0033] The specific value of Q can be set by the implementer according to the actual situation. For example, Q=30 can be set to obtain the vehicle flow conditions of each lane in the past month.

[0034] S2, for any candidate road, according to the initial lane type corresponding to each lane in the current candidate road and the first traffic flow corresponding to each lane, obtain the turning flow and the straight flow corresponding to the current candidate road.

[0035] In a specific implementation, S2 further includes the following steps:

[0036] S21, for any lane in the current candidate road, if the initial lane type corresponding to the current lane is a straight plus left turn lane or a straight plus right turn lane, the turning allocation flow and the straight allocation flow corresponding to the current lane are obtained according to the first vehicle flow corresponding to the current lane and the preset flow distribution ratio.

[0037] S22, according to the first vehicle flow corresponding to the left-turn lane, the first vehicle flow corresponding to the right-turn lane, the first vehicle flow corresponding to the U-turn lane, the turning allocation flow corresponding to the straight-ahead plus left-turn lane, and the turning allocation flow corresponding to the straight-ahead plus right-turn lane in the current candidate road, the turning flow corresponding to the current candidate road is obtained.

[0038] S23, obtaining the through traffic volume corresponding to the current candidate road according to the first vehicle flow volume corresponding to the through lane in the current candidate road, the through allocated flow volume corresponding to the through plus left turn lane, and the through allocated flow volume corresponding to the through plus right turn lane.

[0039] Among them, the preset traffic distribution ratio includes a turning distribution ratio and a straight distribution ratio, which respectively represent the proportion of turning vehicles and the proportion of straight vehicles in the first traffic flow corresponding to the current lane, so as to characterize the contribution of the first traffic flow corresponding to the straight plus left turn lane or the straight plus right turn lane to the turning vehicle flow situation and the straight vehicle flow situation.

[0040] Correspondingly, the sum of the turning allocation ratio and the straight allocation ratio is equal to 1, the product of the first vehicle flow and the turning allocation ratio is used as the turning allocation flow, and the product of the first vehicle flow and the straight allocation ratio is used as the straight allocation flow. The specific values ​​of the turning allocation ratio and the straight allocation ratio can be set by the implementer according to actual conditions. For example, the turning allocation ratio can be set to 0.6 and the straight allocation ratio can be set to 0.4.

[0041] In this embodiment, the vehicles corresponding to the U-turn lane are regarded as the flow rate of the left turn lane. Therefore, the sum of the first vehicle flow rate corresponding to the left turn lane, the first vehicle flow rate corresponding to the right turn lane, the first vehicle flow rate corresponding to the U-turn lane, the turning allocated flow rate corresponding to the straight plus left turn lane, and the turning allocated flow rate corresponding to the straight plus right turn lane in the current candidate road is determined as the turning flow rate corresponding to the current candidate road. The sum of the first vehicle flow rate corresponding to the straight lane, the straight allocated flow rate corresponding to the straight plus left turn lane, and the straight allocated flow rate corresponding to the straight plus right turn lane is determined as the straight flow rate corresponding to the current candidate road, as a basis for analyzing the flow conditions of the straight lane and the turning lane.

[0042] As described above, based on the initial lane type corresponding to each lane in the current candidate road and the first traffic flow corresponding to each lane, the turning flow and straight flow corresponding to the current candidate road are obtained, which provides a data basis for analyzing the flow conditions of the straight lane and the turning lane, and then setting the variable lanes.

[0043] S3, selecting M target roads from N candidate roads according to the turning flow and the straight flow, where 0<M≤N and M is an integer.

[0044] In a specific implementation, S3 further includes the following steps:

[0045] S31, for any candidate road, the ratio of the turning flow and the straight flow corresponding to the current candidate road is determined as the steering balance degree corresponding to the current candidate road, wherein the steering balance degree is used to indicate the balance degree between the turning demand and the turning ability corresponding to the current candidate road.

[0046] S32: Obtain a preset steering balance threshold.

[0047] S33: If the steering balance degree corresponding to the current candidate road is greater than a preset steering balance degree threshold, the current candidate road is determined as the target road.

[0048] S34, traverse all candidate roads and select M target roads from N candidate roads.

[0049] Among them, the larger the ratio of turning flow to straight flow, the unbalanced steering demand and steering capacity of the lane in the current target candidate road. The ratio of turning flow to straight flow corresponding to the current candidate road is determined as the steering balance degree corresponding to the current candidate road. When the steering balance degree is greater than a preset steering balance degree threshold, the current candidate road is determined as the target road.

[0050] As described above, the balance between the turning demand and the turning ability of the lane in the current candidate road is characterized according to the ratio of the turning flow and the straight flow corresponding to the current candidate road. Combined with the comparison result of the steering balance degree and the preset steering balance degree threshold, M target roads are selected from N candidate roads, indicating the setting object of the variable road.

[0051] In a specific implementation, S32 further includes the following steps:

[0052] S321, obtaining a steering balance degree distribution function according to the steering balance degrees corresponding to all candidate roads.

[0053] S322: According to the steering balance degree distribution function, determine the steering balance degree corresponding to the third quartile in the steering balance degree distribution function as a preset steering balance degree threshold.

[0054] Among them, in order to screen out the roads that are most in need of variable lane settings under limited costs, this embodiment determines the steering balance degree corresponding to the third quartile in the steering balance degree distribution function as a preset steering balance degree threshold, and then the candidate roads whose steering balance degrees are greater than the steering balance degree corresponding to the third quartile can be determined as target roads, so as to ensure that about 1 / 4 of the candidate roads are screened out as target roads, thereby improving the accuracy of target road selection under limited costs, thereby improving the degree of relief of traffic pressure.

[0055] Among them, the implementer can change the third quartile according to the actual situation, thereby changing the preset steering balance degree threshold, and then changing the number of screened target roads.

[0056] As described above, the vehicle flow conditions between the straight lane and the turning lane in the current candidate road are compared based on the turning flow and the straight flow, so as to screen out the target road where the turning demand and turning capacity of the existing lanes are unbalanced, indicate the setting object of the variable road, and thus improve the setting accuracy of the variable road.

[0057] S4, for any target road, according to the number of straight lanes, turning flow and straight flow corresponding to the current target road, obtain the first number of variable lanes corresponding to the current target road.

[0058] The larger the ratio of the turning flow to the straight flow, the higher the turning demand of the current target road, and the larger the number of straight lanes that need to be set for variable lanes. Therefore, according to the number of straight lanes, the turning flow and the straight flow corresponding to the current target road, the first number of variable lanes corresponding to the current target road is obtained as the basis for setting the variable lanes.

[0059] In a specific implementation, the number of first variable lanes corresponding to the current target road meets the following conditions:

[0060] L1=Z1×((2 / (1+e -W / X ))-1), where L1 refers to the number of first variable lanes corresponding to the current target road, Z1 refers to the number of straight lanes corresponding to the current target road, W refers to the turning flow corresponding to the current target road, X refers to the straight flow corresponding to the current target road, and e is a natural constant.

[0061] As described above, based on the number of straight lanes, turning flow and straight flow corresponding to the current target road, the first number of variable lanes corresponding to the current target road is obtained, indicating the number of straight lanes that need to be set as variable lanes in the current target road, further providing a data basis for the setting of variable roads and improving the setting accuracy of variable roads.

[0062] S5, obtaining a left turn demand degree and a right turn demand degree corresponding to the current target road according to the initial lane type and the first vehicle flow corresponding to each lane in the current target road.

[0063] In a specific implementation, S5 further includes the following steps:

[0064] S51, for any lane in the current target road, if the initial lane type corresponding to the current lane is a straight-ahead plus left-turn lane, the left-turn distribution flow corresponding to the current lane and the first reference straight-ahead flow are obtained based on the first vehicle flow corresponding to the current lane and a preset flow distribution ratio.

[0065] S52: If the initial lane type corresponding to the current lane is a straight-ahead plus right-turn lane, the right-turn distribution flow corresponding to the current lane and the second reference straight-ahead flow are obtained according to the first vehicle flow corresponding to the current lane and a preset flow distribution ratio.

[0066] S53, obtaining the left-turn flow corresponding to the current target road according to the first vehicle flow corresponding to the left-turn lane in the current target road, the first vehicle flow corresponding to the U-turn lane, and the left-turn allocated flow corresponding to the straight-ahead and left-turn lanes.

[0067] S54, acquiring the right-turn flow corresponding to the current target road according to the first vehicle flow corresponding to the right-turn lane in the current target road and the right-turn allocated flow corresponding to the straight-ahead plus right-turn lane.

[0068] S55, obtaining a third reference straight flow corresponding to the current target road based on the first vehicle flow corresponding to the straight lane in the current target road, the first reference straight flow corresponding to the straight and left turn lane, and the second reference straight flow corresponding to the straight and right turn lane.

[0069] S56: Determine the ratio of the left-turn flow rate corresponding to the current target road to the third reference straight-through flow rate as the left-turn demand degree corresponding to the current target road.

[0070] S57: Determine the ratio of the right-turn flow rate corresponding to the current target road to the third reference straight-traveling flow rate as the right-turn demand degree corresponding to the current target road.

[0071] Among them, the larger the ratio of the left-turn flow and the third reference straight-through flow, the higher the demand for the left-turn lane of the current target road; the larger the ratio of the right-turn flow and the third reference straight-through flow, the higher the demand for the right-turn lane of the current target road. Therefore, the ratio of the left-turn flow and the third reference straight-through flow is determined as the left-turn demand degree corresponding to the current target road, and the ratio of the right-turn flow and the third reference straight-through flow is determined as the right-turn demand degree corresponding to the current target road, as the basis for setting the variable type of the straight lane.

[0072] As described above, according to the initial lane type and the first traffic flow corresponding to each lane in the current target road, the demand for left-turn lanes and right-turn lanes of the current target road are analyzed as the basis for setting the variable type of the straight lane, thereby improving the setting accuracy of the variable road.

[0073] S6. According to the first number of variable lanes corresponding to the current target road, the degree of left turn demand, the degree of right turn demand, the first distance between each straight lane and each left turn lane, and the second distance between each straight lane and each right turn lane, the target lane type corresponding to each straight lane is obtained, wherein the target lane type includes a straight lane, a straight and left turn variable lane, and a straight and right turn variable lane.

[0074] In a specific implementation, S6 further includes the following steps:

[0075] S61, according to the left turn demand degree, the right turn demand degree, the preset left turn demand degree threshold and the preset right turn demand degree threshold, obtain the number of left turn demand lanes K1 and the number of right turn demand lanes K2, where K1 and K2 are integers greater than or equal to 0.

[0076] S62, if the first number of variable lanes is greater than or equal to the sum of the number of left-turn demand lanes K1 and the number of right-turn demand lanes K2, then based on the first distance and the second distance, the target lane types corresponding to the K1 through lanes closest to the left-turn lanes are determined as straight-and-left-turn variable lanes, the target lane types corresponding to the K2 through lanes closest to the right-turn lanes are determined as straight-and-right-turn variable lanes, and the target lane types corresponding to the straight-and-left-turn variable lanes and the straight-and-right-turn variable lanes other than the straight-and-right-turn variable lanes are determined as keep-straight lanes.

[0077] S63: If the first variable lane quantity is less than the sum of the left-turn demand lane quantity K1 and the right-turn demand lane quantity K2, then obtain the proportion of the left-turn demand lane quantity and the proportion of the right-turn demand lane quantity according to the left-turn demand lane quantity K1 and the right-turn demand lane quantity K2.

[0078] S64, according to the first variable lane number, the ratio of the number of left-turn demand lanes and the ratio of the number of right-turn demand lanes, obtain the number of left-turn lanes added P1 and the number of right-turn lanes added P2, where P1 and P2 are integers greater than or equal to 0.

[0079] S65, based on the first distance and the second distance, determine the target lane type corresponding to the P1 through lanes closest to the left-turn lane as a straight and left-turn variable lane, determine the target lane type corresponding to the P2 through lanes closest to the right-turn lane as a straight and right-turn variable lane, and determine the target lane type corresponding to the straight lanes other than the straight and left-turn variable lanes and the straight and right-turn variable lanes as keep-straight lanes.

[0080] Among them, the specific values ​​of the preset left turn demand level threshold and the preset right turn demand level threshold can be set by the implementer according to actual conditions.

[0081] The number of required left-turn lanes K1 refers to the number of lanes that need to be added in the current target road for left turns, and the number of required right-turn lanes K2 refers to the number of lanes that need to be added in the current target road for right turns.

[0082] The proportion of left-turn demand lanes is K1 / (K1+K2), and the proportion of right-turn demand lanes is K2 / (K1+K2). The product of the first variable lane number and the proportion of left-turn demand lanes is rounded down to obtain the increased number of left-turn lanes P1. The product of the first variable lane number and the proportion of right-turn demand lanes is rounded down to obtain the increased number of right-turn lanes P2.

[0083] In the above, based on the first number of variable lanes corresponding to the current target road, the degree of left turn demand, the degree of right turn demand, the first distance between each through lane and each left turn lane, and the second distance between each through lane and each right turn lane, the target lane type corresponding to each through lane is obtained, the setting of the variable lanes is completed, the setting accuracy of the variable lanes is improved, and the degree of relief of traffic pressure is thereby improved.

[0084] In a specific implementation, S61 further includes the following steps:

[0085] S611, rounding off the ratio of the left turn demand degree to a preset left turn demand degree threshold to obtain a first rounding result.

[0086] S612: Determine the first rounding result as the number K1 of required left-turn lanes.

[0087] S613: rounding the ratio of the right-turn demand degree to a preset right-turn demand degree threshold to obtain a second rounding result.

[0088] S614: Determine the second rounding result as the number of required right-turn lanes K2.

[0089] As described above, based on the ratio of the left turn demand degree to the preset left turn demand degree threshold, the number of left turn demand lanes K1 is obtained to characterize the number of lanes that need to be added for left turn in the current target road. Based on the ratio of the right turn demand degree to the preset right turn demand degree threshold, the number of right turn demand lanes K2 is obtained to characterize the number of lanes that need to be added for right turn in the current target road, thereby improving the accuracy of setting variable lanes.

[0090] In the above, according to the initial lane type corresponding to each lane in the current candidate road and the first traffic flow corresponding to each lane, the turning flow and the straight flow corresponding to the current candidate road are obtained. By analyzing the turning flow and the straight flow, the balance between the turning demand and the turning ability of the lane in the current target candidate road is characterized, and M target roads are selected from N candidate roads, indicating the setting object of the variable road. According to the number of straight lanes, turning flow and straight flow corresponding to the current target road, the first number of variable lanes corresponding to the current target road is obtained. According to the initial lane type and the first traffic flow corresponding to each lane in the current target road, the demand for left-turn lanes and the demand for right-turn lanes of the current target road are analyzed, and the left-turn demand degree and the right-turn demand degree corresponding to the current target road are obtained as the basis for setting the variable type of the straight lane. According to the first number of variable lanes corresponding to the current target road, the left-turn demand degree, the right-turn demand degree, the first distance between each straight lane and each left-turn lane, and the second distance between each straight lane and each right-turn lane, the target lane type corresponding to each straight lane is obtained, thereby improving the setting accuracy of the variable lanes and thereby improving the degree of relieving traffic pressure.

[0091] Embodiment 2

[0092] The second embodiment provides a variable lane setting method, the variable lane setting method includes: Figure 2 As shown:

[0093] S100, obtain V roads to be set up, a number of lanes corresponding to each road to be set up, a second traffic flow of each lane in a second preset time period, a third traffic flow of each lane in a third preset time period, a reference lane type corresponding to each lane, and a lane distance between any two lanes, wherein the reference lane type includes a straight lane and a turning lane, the turning lane includes a left-turn lane and a right-turn lane, and V>1.

[0094] The road to be set may refer to a road with a signalized intersection and a large number of vehicles passing through, so that variable road setting is required. A signalized intersection may refer to an intersection with a traffic signal. The vehicle flow corresponding to the signalized intersection is high, and the possibility of variable lane setting is higher.

[0095] The second preset time period refers to the time period corresponding to 7:00 to 9:00 and 17:00 to 20:00 every day, and the third preset time period refers to the time period corresponding to 0:00-7:00, 9:00-17:00 and 20:00-24:00 every day. Among them, 7:00 to 9:00 corresponds to the morning peak, and 17:00 to 20:00 corresponds to the evening peak. The implementer can change the second preset time period and the third preset time period according to the actual morning peak and evening peak times.

[0096] In a specific implementation, S100 further includes the following steps:

[0097] S110, obtain U initial roads, several intersections and several lanes corresponding to each initial road, the intersection type corresponding to each intersection, the second traffic flow of each lane in the second preset time period, and the third traffic flow in the third preset time period, wherein the second preset time period refers to the time period corresponding to 7:00 to 9:00 and 17:00 to 20:00 every day, the third preset time period refers to the time period corresponding to 0:00-7:00, 9:00-17:00 and 20:00-24:00 every day, and the intersection types include signalized intersections and non-signalized intersections.

[0098] S120: For any initial road, if there is at least one signalized intersection in the intersection corresponding to the current initial road, the current initial road is determined as an intermediate road.

[0099] S130: For any middle road, the daily traffic volume corresponding to the current middle road is obtained according to the second traffic volume and the third traffic volume of each lane corresponding to the current middle road.

[0100] S140: If the daily flow rate corresponding to the current middle road is greater than a preset flow rate threshold, the current middle road is determined as the road to be set.

[0101] Among them, the sum of the second traffic flow and the third traffic flow of all lanes corresponding to the current middle road is determined as the daily flow corresponding to the current middle road, and when the daily flow is greater than the preset flow threshold, the current middle road is determined as the road to be set up, so as to select the road to be set up corresponding to the signal intersection and with more passing vehicles as the object of variable road setting, which can improve the accuracy of selecting the road to be set up with limited cost, thereby improving the degree of relief of traffic pressure.

[0102] S200, for any turning lane corresponding to any road to be set up, according to the second vehicle flow and the third vehicle flow corresponding to the current turning lane, obtain the turning flow ratio corresponding to the current turning lane in the second preset time period.

[0103] In a specific implementation, the turning flow rate ratio includes the left-turn flow rate ratio and the right-turn flow rate ratio, and S200 further includes the following steps:

[0104] S210: For any left-turn lane, a ratio of the second vehicle flow rate to the third vehicle flow rate corresponding to the current left-turn lane is determined as a left-turn flow rate ratio corresponding to the current left-turn lane in the second preset time period.

[0105] S220: For any right-turn lane, determine the ratio of the second vehicle flow rate to the third vehicle flow rate corresponding to the current right-turn lane as the right-turn flow rate ratio corresponding to the current right-turn lane in the second preset time period.

[0106] In the above, according to the ratio of the second vehicle flow rate to the third vehicle flow rate corresponding to each lane, the corresponding left-turn flow rate ratio of the left-turn lane in the second preset time period is obtained to characterize the vehicle flow situation of the left-turn lane in the second preset time period, and the corresponding right-turn flow rate ratio of the current right-turn lane in the second preset time period is obtained to characterize the vehicle flow situation of the right-turn lane in the second preset time period, which provides a flow data basis for the setting of variable lanes.

[0107] In a specific implementation, the second preset time period includes a first preset time slice and a second preset time slice, the left-turn traffic ratio includes a first left-turn traffic ratio and a second left-turn traffic ratio, and the right-turn traffic ratio includes a first right-turn traffic ratio and a second right-turn traffic ratio, and S200 further includes the following steps:

[0108] S230, obtaining a first sub-flow of each lane in a first preset time slice and a second sub-flow in a second preset time slice, wherein the sum of the first sub-flow and the second sub-flow is equal to the second traffic flow of the corresponding lane.

[0109] S240: For any left-turn lane, determine the ratio of the first sub-flow rate and the third vehicle flow rate corresponding to the current left-turn lane as the first left-turn flow rate ratio corresponding to the current left-turn lane in the first preset time slice.

[0110] S250: For any right-turn lane, determine the ratio of the first sub-flow rate and the third sub-flow rate corresponding to the current right-turn lane as the first right-turn flow rate ratio corresponding to the current right-turn lane in the first preset time slice.

[0111] S260: For any left-turn lane, determine the ratio of the second sub-flow rate to the third vehicle flow rate corresponding to the current left-turn lane as the second left-turn flow rate ratio corresponding to the current left-turn lane in the second preset time slice.

[0112] S270: For any right-turn lane, determine the ratio of the second sub-flow rate to the third vehicle flow rate corresponding to the current right-turn lane as the second right-turn flow rate ratio corresponding to the current right-turn lane in the second preset time slice.

[0113] The first preset time slice refers to the time period from 7:00 to 9:00 every day, and the first preset time slice corresponds to the morning peak period. The second preset time slice refers to the time period from 17:00 to 20:00 every day, and the second preset time slice corresponds to the evening peak period.

[0114] In the above, the first left-turn flow ratio corresponding to the current left-turn lane in the first preset time slice is obtained to characterize the vehicle flow situation of the left-turn lane during the morning peak period, the first right-turn flow ratio corresponding to the current right-turn lane in the first preset time slice is obtained to characterize the vehicle flow situation of the right-turn lane during the morning peak period, the second left-turn flow ratio corresponding to the current left-turn lane in the second preset time slice is obtained to characterize the vehicle flow situation of the left-turn lane during the evening peak period, and the second right-turn flow ratio corresponding to the current right-turn lane in the second preset time slice is obtained to characterize the vehicle flow situation of the right-turn lane during the evening peak period. The vehicle flow situations of the left-turn lane and the right-turn lane in the morning peak period and the evening peak period are characterized separately, which improves the characterization capability of the vehicle flow situation, improves the data richness of the turning flow ratio, and thereby improves the setting accuracy of the variable lanes.

[0115] S300: If the turning traffic ratio is less than a preset first ratio threshold, the current turning lane is set as a turning and straight-moving variable lane within a second preset time period.

[0116] Among them, if the proportion of turning traffic is less than the preset first proportion threshold, it means that the turning ability provided to the vehicle in the current road to be set is greater than the turning demand of the vehicle to a certain extent. Then the current turning lane can be set as a turning and straight-moving variable lane within the second preset time period to improve the traffic capacity of straight-moving vehicles and alleviate traffic pressure.

[0117] The specific value of the preset first proportion threshold value may be set by the implementer according to actual conditions. For example, the preset first proportion threshold value may be set to 0.7.

[0118] In a specific embodiment, the turning and straight-ahead variable lanes include straight-ahead and left-turn variable lanes and straight-ahead and right-turn variable lanes, and S300 further includes the following steps:

[0119] S310: If the left-turn traffic proportion corresponding to the current left-turn lane in the second preset time period is less than the preset first proportion threshold, the current left-turn lane is set as a lane that can be changed between going straight and turning left in the second preset time period.

[0120] S320: If the right-turn traffic proportion corresponding to the current right-turn lane in the second preset time period is less than the preset first proportion threshold, the current right-turn lane is set as a variable lane for straight driving and right turning in the second preset time period.

[0121] In a specific embodiment, the turning and straight-ahead variable lanes include straight-ahead and left-turn variable lanes and straight-ahead and right-turn variable lanes, and S300 further includes the following steps:

[0122] S330: If the first left-turn traffic proportion corresponding to the current left-turn lane in the first preset time slice is less than the preset first proportion threshold, the current left-turn lane is set as a variable lane for straight driving and left turning in the first preset time slice.

[0123] S340: If the first right-turn traffic proportion corresponding to the current right-turn lane in the first preset time slice is less than the preset first proportion threshold, the current right-turn lane is set as a variable lane for straight driving and right turning in the first preset time slice.

[0124] S350: If the second left-turn traffic proportion corresponding to the current left-turn lane in the second preset time slice is less than the preset first proportion threshold, the current left-turn lane is set as a variable lane for straight driving and left turning in the second preset time slice.

[0125] S360: If the second right-turn traffic proportion corresponding to the current right-turn lane in the second preset time slice is less than the preset first proportion threshold, the current right-turn lane is set as a variable lane for straight driving and right turning in the second preset time slice.

[0126] As described above, when the proportion of turning traffic is less than the preset first proportion threshold, that is, when the turning ability provided to the vehicle in the current road to be set is greater than the turning demand of the vehicle to a certain extent, the current turning lane is set as a turning and straight-moving variable lane within the second preset time period, thereby improving the traffic capacity of straight-moving vehicles and alleviating traffic pressure.

[0127] S400, if the first turning flow rate ratio is greater than the preset second ratio threshold, then the second variable lane number corresponding to the straight lanes in the current road to be set is obtained according to the total number of straight lanes in the current road to be set, the first turning flow rate ratio and the difference between the preset second ratio threshold.

[0128] Among them, if the first turning flow rate ratio is greater than the preset second ratio threshold, it means that the turning ability provided to the vehicle in the current road to be set is to a certain extent less than the turning demand of the vehicle, then it is necessary to set the straight lane as a straight and turning variable lane to improve the traffic capacity of turning vehicles and alleviate traffic pressure.

[0129] The specific value of the preset second proportion threshold value may be set by the implementer according to actual conditions. For example, the preset second proportion threshold value may be set to 1.3.

[0130] Specifically, the larger the difference between the first turning flow rate ratio and the preset second ratio threshold, the smaller the turning ability provided to the vehicle in the current road to be set, and more straight lanes need to be set as straight and turning variable lanes to ensure the smooth passage of turning vehicles.

[0131] In a specific implementation, the number of second variable lanes corresponding to the straight lanes in the road to be set currently meets the following conditions:

[0132] L2=Z2×((2 / (1+e -(B-Y) ))-1), wherein L2 refers to the number of the second variable lanes corresponding to the straight lanes in the current road to be set up, Z2 refers to the total number of straight lanes in the current road to be set up, B refers to the proportion of the first turning flow, and Y refers to the preset second proportion threshold.

[0133] As described above, when the turning flow rate ratio is greater than the preset second ratio threshold, that is, when the turning ability provided to the vehicle in the current road to be set is less than the turning demand of the vehicle to a certain extent, the number of second variable lanes corresponding to the straight lanes in the current road to be set is obtained according to the total number of straight lanes in the current road to be set, the first turning flow rate ratio and the difference between the preset second ratio threshold, as the basis for setting the straight lanes as straight and turning variable lanes, thereby improving the traffic capacity of turning vehicles and alleviating traffic pressure.

[0134] S500, according to the number of second variable lanes, the second traffic flow corresponding to the left-turn lane in the current road to be set and the second traffic flow corresponding to the right-turn lane, obtain the newly added number of left-turn lanes R1 and the newly added number of right-turn lanes R2, where R1 and R2 are integers greater than or equal to 0.

[0135] In a specific implementation, S500 further includes the following steps:

[0136] S510: Obtain a proportion of left-turn lanes and a proportion of right-turn lanes according to a second traffic volume corresponding to a left-turn lane and a second traffic volume corresponding to a right-turn lane in the road to be set.

[0137] S520: Obtain the newly added number of left-turn lanes R1 and the newly added number of right-turn lanes R2 according to the number of through lanes, the ratio of left-turn lanes and the ratio of right-turn lanes, where R1 and R2 are integers greater than or equal to 0.

[0138] Among them, the product of the number of through lanes and the proportion of left-turn lanes is rounded down to obtain the newly added number of left-turn lanes R1, and the product of the number of through lanes and the proportion of right-turn lanes is rounded down to obtain the newly added number of right-turn lanes R2. The left-turn and right-turn demands of vehicles are comprehensively considered to determine the change type of the through lane, thereby improving the setting accuracy of the variable lanes.

[0139] As described above, based on the number of second variable lanes, the second traffic flow corresponding to the left-turn lane in the road to be set and the second traffic flow corresponding to the right-turn lane, the newly added number of left-turn lanes R1 and the newly added number of right-turn lanes R2 are obtained, the left-turn demand and right-turn demand of the vehicle are balanced, and the setting accuracy of the variable lanes is improved.

[0140] S600: According to the lane distance, the R1 straight lane closest to the left-turn lane is set as a straight and left-turn variable lane, and the R2 straight lane closest to the right-turn lane is set as a straight and right-turn variable lane.

[0141] In the above, according to the second vehicle flow and the third vehicle flow corresponding to the current turning lane, the turning flow ratio corresponding to the current turning lane in the second preset time period is obtained. If the turning flow ratio is less than the preset first ratio threshold, the current turning lane is set as a turning and straight-moving variable lane in the second preset time period to improve the traffic capacity of straight-moving vehicles and alleviate traffic pressure. If the first turning flow ratio is greater than the preset second ratio threshold, the second variable lane corresponding to the straight lane in the current road to be set is obtained according to the total number of straight lanes in the current road to be set, the difference between the first turning flow ratio and the preset second ratio threshold. The number of lanes, based on the second number of variable lanes, the second traffic flow corresponding to the left-turn lane in the road to be set and the second traffic flow corresponding to the right-turn lane, the newly added number of left-turn lanes R1 and the newly added number of right-turn lanes R2 are obtained; based on the lane distance, the R1 through lanes closest to the left-turn lanes are set as straight-going and left-turn variable lanes, and the R2 through lanes closest to the right-turn lanes are set as straight-going and right-turn variable lanes; the traffic conditions of the left-turn lanes and the right-turn lanes are comprehensively considered, the left-turn demand and right-turn demand of the vehicles are balanced, the setting accuracy of the variable lanes is improved, and the degree of relief of traffic pressure is improved.

[0142] Embodiment 3

[0143] The third embodiment provides a flow-based variable lane setting device, the flow-based variable lane setting device includes: Figure 3 As shown:

[0144] The data acquisition module 31 is used to acquire N candidate roads, a number of lanes corresponding to each candidate road, a first traffic volume of each lane within a first preset time period, and an initial lane type corresponding to each lane, wherein the first preset time period refers to a time period corresponding to Q days before the current time point to the current time point, and the initial lane types include a straight lane, a left turn lane, a right turn lane, a U-turn lane, a straight plus a left turn lane, and a straight plus a right turn lane, N>1, Q>0.

[0145] The traffic acquisition module 32 is used to acquire the turning traffic and the straight traffic corresponding to any candidate road according to the initial lane type corresponding to each lane in the current candidate road and the first vehicle flow corresponding to each lane.

[0146] The road screening module 33 is used to screen M target roads from N candidate roads according to the turning flow and the straight flow, wherein 0<M≤N, and M is an integer.

[0147] The lane number acquisition module 34 is used to acquire, for any target road, the first variable lane number corresponding to the current target road according to the number of straight lanes, turning flow and straight flow corresponding to the current target road.

[0148] The demand degree acquisition module 35 is used to acquire the left turn demand degree and the right turn demand degree corresponding to the current target road according to the initial lane type and the first vehicle flow corresponding to each lane in the current target road.

[0149] The variable lane setting module 36 is used to obtain the target lane type corresponding to each straight lane according to the first variable lane number corresponding to the current target road, the degree of left turn demand, the degree of right turn demand, the first distance between each straight lane and each left turn lane, and the second distance between each straight lane and each right turn lane, wherein the target lane type includes a straight lane, a straight and left turn variable lane, and a straight and right turn variable lane.

[0150] In a specific implementation, the traffic acquisition module 32 further includes:

[0151] The first vehicle flow distribution submodule is used to obtain the turning distribution flow and the straight distribution flow corresponding to the current lane according to the first vehicle flow corresponding to the current lane and a preset flow distribution ratio for any lane in the current candidate road if the initial lane type corresponding to the current lane is a straight plus left turn lane or a straight plus right turn lane.

[0152] The turning traffic acquisition submodule is used to obtain the turning traffic corresponding to the current candidate road based on the first vehicle flow corresponding to the left-turn lane, the first vehicle flow corresponding to the right-turn lane, the first vehicle flow corresponding to the U-turn lane, the turning allocation flow corresponding to the straight-ahead plus left-turn lane, and the turning allocation flow corresponding to the straight-ahead plus right-turn lane in the current candidate road.

[0153] The through traffic acquisition submodule is used to acquire the through traffic corresponding to the current candidate road according to the first vehicle flow corresponding to the through lane in the current candidate road, the through allocated flow corresponding to the through plus left turn lane, and the through allocated flow corresponding to the through plus right turn lane.

[0154] In a specific implementation, the road screening module 33 further includes:

[0155] The steering balance degree acquisition submodule is used to determine the ratio of the turning flow and the straight flow corresponding to the current candidate road as the steering balance degree corresponding to the current candidate road for any candidate road, wherein the steering balance degree is used to indicate the balance degree between the turning demand and the turning ability corresponding to the current candidate road.

[0156] The threshold acquisition submodule is used to obtain a preset steering balance degree threshold.

[0157] The target road acquisition submodule is used to determine the current candidate road as the target road if the steering balance degree corresponding to the current candidate road is greater than a preset steering balance degree threshold.

[0158] The road screening submodule is used to traverse all candidate roads and screen M target roads from N candidate roads.

[0159] In a specific implementation, the threshold acquisition submodule further includes:

[0160] The distribution function acquisition unit is used to acquire a steering balance degree distribution function according to the steering balance degrees corresponding to all candidate roads.

[0161] The threshold acquisition unit is used to determine the steering balance degree corresponding to the third quartile in the steering balance degree distribution function as a preset steering balance degree threshold according to the steering balance degree distribution function.

[0162] In a specific implementation, the demand level acquisition module 35 further includes:

[0163] The second traffic flow distribution submodule is used to obtain the left turn distribution flow and the first reference straight flow corresponding to the current lane according to the first traffic flow corresponding to the current lane and the preset flow distribution ratio for any lane in the current candidate road if the initial lane type corresponding to the current lane is a straight plus left turn lane.

[0164] The third vehicle flow distribution submodule is used to obtain the right turn distribution flow and the second reference straight flow corresponding to the current lane according to the first vehicle flow corresponding to the current lane and a preset flow distribution ratio if the initial lane type corresponding to the current lane is a straight plus right turn lane.

[0165] The left-turn traffic acquisition submodule is used to obtain the left-turn traffic corresponding to the current candidate road according to the first vehicle flow corresponding to the left-turn lane in the current candidate road, the first vehicle flow corresponding to the U-turn lane, and the left-turn allocated flow corresponding to the straight-ahead and left-turn lanes.

[0166] The right-turn traffic acquisition submodule is used to acquire the right-turn traffic corresponding to the current candidate road according to the first vehicle flow corresponding to the right-turn lane in the current candidate road and the right-turn allocation flow corresponding to the straight-ahead plus right-turn lane.

[0167] The reference through-traffic flow acquisition submodule is used to acquire a third reference through-traffic flow corresponding to the current candidate road based on the first vehicle flow corresponding to the through lane in the current candidate road, the first reference through-traffic flow corresponding to the through plus left-turn lane, and the second reference through-traffic flow corresponding to the through plus right-turn lane.

[0168] The left-turn demand degree acquisition submodule is used to determine the ratio of the left-turn flow corresponding to the current candidate road and the third reference straight flow as the left-turn demand degree corresponding to the current target road.

[0169] The right-turn demand degree acquisition submodule is used to determine the ratio of the right-turn flow corresponding to the current candidate road and the third reference straight flow as the right-turn demand degree corresponding to the current target road.

[0170] In a specific implementation, the variable lane setting module 36 further includes:

[0171] The required lane quantity acquisition submodule is used to obtain the number of left-turn required lanes K1 and the number of right-turn required lanes K2 according to the left-turn demand degree, the right-turn demand degree, the preset left-turn demand degree threshold and the preset right-turn demand degree threshold, wherein K1 and K2 are integers greater than or equal to 0.

[0172] The first variable lane setting submodule is used for, if the number of the first variable lanes is greater than or equal to the sum of the number of left-turn demand lanes K1 and the number of right-turn demand lanes K2, then, based on the first distance and the second distance, determining the target lane types corresponding to the K1 through lanes closest to the left-turn lane as straight-and-left-turn variable lanes, determining the target lane types corresponding to the K2 through lanes closest to the right-turn lane as straight-and-right-turn variable lanes, and determining the target lane types corresponding to the straight-and-left-turn variable lanes and the straight-and-right-turn variable lanes other than the straight-and-right-turn variable lanes as keep-straight lanes.

[0173] The lane quantity ratio acquisition submodule is used to obtain the ratio of the left-turn demand lanes and the ratio of the right-turn demand lanes according to the left-turn demand lanes K1 and the right-turn demand lanes K2 if the first variable lane quantity is less than the sum of the left-turn demand lanes K1 and the right-turn demand lanes K2.

[0174] The lane increase number acquisition submodule is used to obtain the left turn lane increase number P1 and the right turn lane increase number P2 according to the first variable lane number, the left turn demand lane number ratio and the right turn demand lane number ratio, wherein P1 and P2 are integers greater than or equal to 0.

[0175] The second variable lane setting submodule is used to determine, based on the first distance and the second distance, the target lane types corresponding to the P1 through lanes closest to the left-turn lane as straight-and-left-turn variable lanes, determine the target lane types corresponding to the P2 through lanes closest to the right-turn lane as straight-and-right-turn variable lanes, and determine the target lane types corresponding to the straight-and-left-turn variable lanes and the straight-and-right-turn variable lanes other than the straight-and-right-turn variable lanes as keep-straight lanes.

[0176] In a specific implementation, the required lane quantity acquisition submodule further includes:

[0177] The first rounding result obtaining unit is used to round off the ratio of the left turn demand degree and the preset left turn demand degree threshold value to obtain a first rounding result.

[0178] The left-turn required lane quantity acquiring unit is used to determine the first rounding result as the left-turn required lane quantity K1.

[0179] The second rounding result obtaining unit is used to round off the ratio of the right turn demand degree and the preset right turn demand degree threshold value to obtain a second rounding result.

[0180] The right-turn required lane quantity acquiring unit is used to determine the second rounding result as the right-turn required lane quantity K2.

[0181] It should be noted that the information interaction, execution process and other contents between the above modules are based on the same concept as the embodiment of the method of the present invention. Their specific functions and technical effects can be found in the method embodiment part and will not be repeated here.

[0182] Embodiment 4

[0183] Embodiment 4 of the present invention provides a non-transitory computer-readable storage medium, wherein at least one instruction or at least one program is stored in the non-transitory computer-readable storage medium, and the at least one instruction or at least one program is loaded and executed by a processor to implement the steps:

[0184] S1, obtain N candidate roads, several lanes corresponding to each candidate road, the first traffic flow of each lane within a first preset time period, and the initial lane type corresponding to each lane, wherein the first preset time period refers to the time period corresponding to Q days before the current time point to the current time point, and the initial lane types include a straight lane, a left turn lane, a right turn lane, a U-turn lane, a straight plus a left turn lane, and a straight plus a right turn lane, N>1, Q>0.

[0185] S2, for any candidate road, according to the initial lane type corresponding to each lane in the current candidate road and the first traffic flow corresponding to each lane, obtain the turning flow and the straight flow corresponding to the current candidate road.

[0186] S3, selecting M target roads from N candidate roads according to the turning flow and the straight flow, where 0<M≤N and M is an integer.

[0187] S4, for any target road, according to the number of straight lanes, turning flow and straight flow corresponding to the current target road, obtain the first number of variable lanes corresponding to the current target road.

[0188] S5, obtaining a left turn demand degree and a right turn demand degree corresponding to the current target road according to the initial lane type and the first vehicle flow corresponding to each lane in the current target road.

[0189] S6. According to the first number of variable lanes corresponding to the current target road, the degree of left turn demand, the degree of right turn demand, the first distance between each straight lane and each left turn lane, and the second distance between each straight lane and each right turn lane, the target lane type corresponding to each straight lane is obtained, wherein the target lane type includes a straight lane, a straight and left turn variable lane, and a straight and right turn variable lane.

[0190] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiments can be completed by instructing the relevant hardware through a computer program, and the computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchronization Link) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0191] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0192] Embodiment 5

[0193] A fifth embodiment of the present invention provides an electronic device, which includes a processor and the non-transitory computer-readable storage medium in the fourth embodiment of the present invention.

[0194] The above are only preferred embodiments of the present invention, and are not intended to limit the present invention in any form. Although the present invention has been disclosed as a preferred embodiment as above, it is not intended to limit the present invention. Any technician familiar with the profession can make some changes or modifications to equivalent embodiments of equivalent changes using the technical contents disclosed above without departing from the scope of the technical solution of the present invention. However, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A method for setting variable lanes based on traffic flow, characterized in that: The variable lane setting method based on flow rate comprises the following steps: S1, obtaining N candidate roads, a number of lanes corresponding to each candidate road, a first traffic volume of each lane in a first preset time period, and an initial lane type corresponding to each lane, wherein the first preset time period refers to a time period from Q days before the current time point to the current time point, and the initial lane types include a straight lane, a left turn lane, a right turn lane, a U-turn lane, a straight plus a left turn lane, and a straight plus a right turn lane, N>1, Q>0; S2, for any candidate road, according to the initial lane type corresponding to each lane in the current candidate road and the first vehicle flow corresponding to each lane, obtaining the turning flow and the straight flow corresponding to the current candidate road; S3, based on the turning flow and the straight flow, M target roads are selected from N candidate roads, where 0<M≤N, M is an integer, and S3 further includes the following steps: S31, for any candidate road, determining the ratio of the turning flow rate and the straight flow rate corresponding to the current candidate road as the turning balance degree corresponding to the current candidate road, wherein the turning balance degree is used to indicate the balance degree between the turning demand and the turning ability corresponding to the current candidate road; S32, obtaining a preset steering balance threshold; S33, if the steering balance degree corresponding to the current candidate road is greater than the preset steering balance degree threshold, the current candidate road is determined as the target road; S34, traversing all candidate roads, and selecting M target roads from N candidate roads; S4, for any target road, according to the number of straight lanes, turning flow, and straight flow corresponding to the current target road, obtaining the first number of variable lanes corresponding to the current target road; S5, obtaining a left turn demand degree and a right turn demand degree corresponding to the current target road according to the initial lane type and the first vehicle flow corresponding to each lane in the current target road; S6. According to the first number of variable lanes corresponding to the current target road, the degree of left turn demand, the degree of right turn demand, the first distance between each straight lane and each left turn lane, and the second distance between each straight lane and each right turn lane, the target lane type corresponding to each straight lane is obtained, wherein the target lane type includes a straight lane, a straight and left turn variable lane, and a straight and right turn variable lane.

2. The variable lane setting method based on traffic flow according to claim 1 is characterized in that: S2 also includes the following steps: S21, for any lane in the current candidate road, if the initial lane type corresponding to the current lane is a straight-ahead plus left-turn lane or a straight-ahead plus right-turn lane, obtain the turning allocated flow rate and the straight-ahead allocated flow rate corresponding to the current lane according to the first vehicle flow rate corresponding to the current lane and a preset flow rate allocation ratio; S22, obtaining the turning flow corresponding to the current candidate road according to the first vehicle flow corresponding to the left-turn lane, the first vehicle flow corresponding to the right-turn lane, the first vehicle flow corresponding to the U-turn lane, the turning allocated flow corresponding to the straight-ahead and left-turn lanes, and the turning allocated flow corresponding to the straight-ahead and right-turn lanes in the current candidate road; S23, obtaining the through traffic volume corresponding to the current candidate road according to the first vehicle flow volume corresponding to the through lane in the current candidate road, the through allocated flow volume corresponding to the through plus left turn lane, and the through allocated flow volume corresponding to the through plus right turn lane.

3. The variable lane setting method based on traffic flow according to claim 1 is characterized in that: S32 also includes the following steps: S321, obtaining a steering balance degree distribution function according to the steering balance degrees corresponding to all candidate roads; S322: According to the steering balance degree distribution function, determine the steering balance degree corresponding to the third quartile in the steering balance degree distribution function as a preset steering balance degree threshold.

4. The variable lane setting method based on traffic flow according to claim 1, characterized in that: S5 also includes the following steps: S51, for any lane in the current target road, if the initial lane type corresponding to the current lane is a straight-ahead plus left-turn lane, obtain the left-turn allocation flow corresponding to the current lane and the first reference straight-ahead flow according to the first vehicle flow corresponding to the current lane and a preset flow distribution ratio; S52, if the initial lane type corresponding to the current lane is a straight-ahead plus right-turn lane, obtaining the right-turn allocated flow corresponding to the current lane and the second reference straight-ahead flow according to the first vehicle flow corresponding to the current lane and a preset flow distribution ratio; S53, obtaining the left-turn flow corresponding to the current target road according to the first vehicle flow corresponding to the left-turn lane, the first vehicle flow corresponding to the U-turn lane, and the left-turn allocated flow corresponding to the straight-ahead and left-turn lanes in the current target road; S54, acquiring the right-turn flow corresponding to the current target road according to the first vehicle flow corresponding to the right-turn lane in the current target road and the right-turn allocated flow corresponding to the straight-ahead plus right-turn lane; S55, obtaining a third reference straight flow corresponding to the current target road according to the first vehicle flow corresponding to the straight lane in the current target road, the first reference straight flow corresponding to the straight and left-turn lane, and the second reference straight flow corresponding to the straight and right-turn lane; S56, determining the ratio of the left-turn flow corresponding to the current target road to the third reference straight-through flow as the left-turn demand degree corresponding to the current target road; S57: Determine the ratio of the right-turn flow corresponding to the current target road to the third reference straight-through flow as the right-turn demand degree corresponding to the current target road.

5. The variable lane setting method based on traffic flow according to claim 1 is characterized in that: S6 further includes the following steps: S61, according to the left turn demand degree, the right turn demand degree, the preset left turn demand degree threshold value and the preset right turn demand degree threshold value, obtaining the number of left turn demand lanes K1 and the number of right turn demand lanes K2, wherein K1 and K2 are integers greater than or equal to 0; S62, if the first variable lane number is greater than or equal to the sum of the left-turn demand lane number K1 and the right-turn demand lane number K2, then, based on the first distance and the second distance, the target lane types corresponding to the K1 through lanes closest to the left-turn lane are determined as straight-going and left-turn variable lanes, the target lane types corresponding to the K2 through lanes closest to the right-turn lane are determined as straight-going and right-turn variable lanes, and the target lane types corresponding to the straight-going and left-turn variable lanes and the straight-going and right-turn variable lanes are determined as keep-straight lanes; S63: If the first variable lane number is less than the sum of the left-turn lane demand number K1 and the right-turn lane demand number K2, then according to the left-turn lane demand number K1 and the right-turn lane demand number K2, obtain the proportion of the left-turn lane demand number and the proportion of the right-turn lane demand number, wherein the proportion of the left-turn lane demand number is equal to K1 / (K1+K2), and the proportion of the right-turn lane demand number is equal to K2 / (K1+K2); S64, obtaining the number of left-turn lanes added P1 and the number of right-turn lanes added P2 according to the first number of variable lanes, the ratio of the number of left-turn demand lanes, and the ratio of the number of right-turn demand lanes, where P1 and P2 are integers greater than or equal to 0; S65, based on the first distance and the second distance, determine the target lane type corresponding to the P1 through lanes closest to the left-turn lane as a straight and left-turn variable lane, determine the target lane type corresponding to the P2 through lanes closest to the right-turn lane as a straight and right-turn variable lane, and determine the target lane type corresponding to the straight lanes other than the straight and left-turn variable lanes and the straight and right-turn variable lanes as keep-straight lanes.

6. The method for setting variable lanes based on traffic flow according to claim 5, characterized in that: S61 also includes the following steps: S611, rounding off the ratio of the left turn demand degree to the preset left turn demand degree threshold to obtain a first rounding result; S612, determining the first rounding result as the number of required left-turn lanes K1; S613, rounding off the ratio of the right-turn demand degree to the preset right-turn demand degree threshold to obtain a second rounding result; S614: Determine the second rounding result as the number of required right-turn lanes K2.

7. A variable lane setting device based on traffic flow, characterized in that: The flow-based variable lane setting device comprises: A data acquisition module is used to acquire N candidate roads, a number of lanes corresponding to each candidate road, a first traffic volume of each lane within a first preset time period, and an initial lane type corresponding to each lane, wherein the first preset time period refers to a time period from Q days before a current time point to a current time point, and the initial lane types include a straight lane, a left turn lane, a right turn lane, a U-turn lane, a straight plus a left turn lane, and a straight plus a right turn lane, where N>1 and Q>0; A traffic acquisition module, for acquiring, for any candidate road, the turning traffic and the straight traffic corresponding to the current candidate road according to the initial lane type corresponding to each lane in the current candidate road and the first vehicle flow corresponding to each lane; A road screening module is used to screen M target roads from N candidate roads according to the turning flow and the straight flow, wherein 0<M≤N, M is an integer, and the road screening module further includes: A steering balance degree acquisition submodule is used to determine, for any candidate road, a ratio of the turning flow rate and the straight flow rate corresponding to the current candidate road as a steering balance degree corresponding to the current candidate road, wherein the steering balance degree is used to indicate a balance degree between a turning demand and a turning ability corresponding to the current candidate road; A threshold acquisition submodule is used to obtain a preset steering balance degree threshold; a target road acquisition submodule, configured to determine the current candidate road as the target road if the steering balance degree corresponding to the current candidate road is greater than the preset steering balance degree threshold; The road screening submodule is used to traverse all candidate roads and screen M target roads from N candidate roads; A lane number acquisition module, for acquiring, for any target road, a first variable lane number corresponding to the current target road according to the number of straight lanes, turning flow, and straight flow corresponding to the current target road; A demand degree acquisition module, used to acquire the left turn demand degree and the right turn demand degree corresponding to the current target road according to the initial lane type and the first vehicle flow corresponding to each lane in the current target road; The variable lane setting module is used to obtain the target lane type corresponding to each straight lane according to the first variable lane number corresponding to the current target road, the left turn demand degree, the right turn demand degree, the first distance between each straight lane and each left turn lane, and the second distance between each straight lane and each right turn lane, wherein the target lane type includes a straight lane, a straight and left turn variable lane, and a straight and right turn variable lane.

8. A non-transitory computer-readable storage medium, wherein at least one instruction or at least one program is stored in the non-transitory computer-readable storage medium, characterized in that: The at least one instruction or the at least one program is loaded and executed by the processor to implement the flow-based variable lane setting method as described in any one of claims 1-6.

9. An electronic device, characterized in that: The invention comprises a processor and the non-transitory computer-readable storage medium as claimed in claim 8.

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