A camera-based vehicle-road cooperation implementation system

Abstract

The present invention belongs to the technical field of intelligent transportation. The present invention provides a vehicle-road collaborative implementation system based on a camera, including: inputting a driving destination into a vehicle-mounted navigation system, outputting a plurality of driving routes, analyzing the driving duration of the driving routes in the previous period to obtain an initial route sequence, and performing road section analysis on the multiple initial routes in the initial route sequence from three different dimensions: the number of congested road sections, the distance between congested road sections, and the congestion degree of congested road sections, to obtain a route analysis value, so as to overall evaluate the severity of the traffic congestion condition of the initial route in the previous period through the route analysis value, which is beneficial to comparing and analyzing the congestion characteristics of different initial routes, judging the overall congestion severity of the initial route and its advantages and disadvantages among multiple alternative routes.

Description

Technical Field

[0001] The present invention belongs to the technical field of intelligent transportation, and specifically relates to a vehicle-road collaborative implementation system based on a camera. Background Art

[0002] The emergence of vehicle-road collaborative technology enables information interaction and collaborative work between vehicles and road infrastructure, allowing for more accurate traffic information to be obtained, and thus optimizing route planning. As an important traffic information collection device, the image data recorded by a camera contains rich road condition information. If it can be reasonably utilized, it will be of great significance for improving the scientificity and practicality of route planning.

[0003] In the prior art, traditional in-vehicle navigation systems mostly recommend routes based on static map data and simple traffic condition estimates, and often have difficulty comprehensively considering dynamic changes in actual traffic, such as real-time changes in traffic congestion on sections and the stability of traffic flow on non-congested sections. Therefore, in this application, by analyzing the driving duration of the driving route in the previous cycle, a route analysis sequence is obtained, which is beneficial for comparing and analyzing the congestion characteristics of different initial routes, judging the overall congestion severity of the initial route and its advantages and disadvantages among multiple alternative routes. At the same time, based on the route analysis sequence, a road section stability analysis is carried out to obtain a route stability sequence, which is beneficial for comprehensively reflecting the traffic flow stability of non-congested road sections on the driving route, comparing and analyzing the non-congestion stability of different non-congested routes, judging the overall non-congestion stability of non-congested routes, and comparing and analyzing the route stability sequence with the route analysis sequence to determine the preferred driving route, solving the problem of difficult to select the most suitable driving route for users when different routes have their own advantages and disadvantages in different dimensions.

[0004] Therefore, the present invention provides a vehicle-road collaborative implementation system based on a camera. Summary of the Invention

[0005] To make up for the deficiencies of the prior art and solve at least one of the technical problems proposed in the background art.

[0006] The technical solution adopted by the present invention to solve its technical problems is as follows:

[0007] A vehicle-road collaborative implementation system based on a camera, comprising the following modules:

[0008] Initial Route Screening Module: Input the driving destination into the in-vehicle navigation system, output multiple driving routes, and analyze according to the driving duration of the driving route in the previous cycle to obtain an initial route sequence;

[0009] Initial Route Analysis Module: Based on the initial route sequence, extract historical traffic data recorded by road cameras in previous cycles through NVR. Based on the historical traffic data, conduct section congestion analysis on the initial routes within the initial route sequence to obtain route analysis values. Based on the route analysis values, perform size sorting to obtain a route analysis sequence;

[0010] Section Stability Analysis Module: The section stability analysis module analyzes multiple initial routes within the route analysis sequence through historical traffic data to obtain non-congested stability data. Among them, the non-congested stability data includes the number of variable sections and the variable difference value. Calculate and process the number of variable sections and the variable difference value to obtain a route variability value, and compare it with the route variability threshold to generate a route analysis signal;

[0011] Among them, the route analysis signal includes a non-congested stability signal or a non-congested variability signal;

[0012] Route Optimization Acquisition Module: Based on the non-congested stability signal, re-sort the route analysis sequence to obtain a route stability sequence, and compare and analyze the route stability sequence with the initial route sequence to determine the preferred driving route.

[0013] As a further technical solution of the present invention: The acquisition method of the initial route sequence is as follows:

[0014] Input the driving destination into the in-vehicle navigation system, output to obtain multiple driving routes, divide the previous cycle into several previous time periods, obtain the driving duration within the previous time periods, and sum and average the driving durations within all previous time periods in the previous cycle to obtain the route driving duration;

[0015] Compare the route driving durations corresponding to the multiple driving routes and sort them in ascending order to obtain the initial route sequence.

[0016] As a further technical solution of the present invention: The process of conducting section congestion analysis on the initial routes within the initial route sequence is as follows:

[0017] The historical traffic data includes section flow values;

[0018] Divide the initial route road into several driving sections, obtain the section flow values of the driving sections within the previous time periods, and sum and average the section flow values corresponding to all previous time periods to obtain the driving flow value;

[0019] Compare the driving flow value with the driving flow threshold, and the process is as follows:

[0020] If the driving flow value is greater than or equal to the driving flow threshold, mark it as a congested section;

[0021] If the driving flow value is less than the driving flow threshold, it is marked as a non-congested road section.

[0022] As a further technical solution of the present invention, the process of obtaining the route analysis value is as follows:

[0023] Get the number of congested sections and calculate the ratio with the total number of sections in the initial route to get the number of congestion and mark it as ;

[0024] Get the distances between adjacent congested sections, add them up and take the average, and calculate the ratio with the total distance of the initial route to get the congested section spacing and mark it as ;

[0025] Obtain the driving flow value corresponding to the congested road section, subtract it from the driving flow threshold, and calculate the ratio with the driving flow threshold to obtain the congestion excess value, which is marked as ;

[0026] The number of congestion , congested road section spacing and congestion excess value Substitute into the formula , calculate the route analysis value ,in, , These are all preset weight coefficients.

[0027] As a further technical solution of the present invention, the route analysis sequence is obtained in the following manner:

[0028] The route analysis values ​​corresponding to the initial routes in the initial route sequence are compared and sorted in ascending order to obtain a route analysis sequence.

[0029] As a further technical solution of the present invention, multiple initial routes in the route analysis sequence are analyzed by using previous traffic data, and the analysis process is as follows:

[0030] Based on the sorting of the first initial route in the route analysis sequence, all non-congested sections in the sorted first initial route are extracted and sorted, and the non-congested sections in the first initial route are integrated and summarized according to the front and rear distances to obtain the first analysis set. , where n represents the total number of non-congested sections in the first initial route.

[0031] As a further technical solution of the present invention, the method for obtaining non-congested stable data is:

[0032] The first analysis set was analyzed by the Manhattan distance method. The corresponding traffic flow values ​​of the sections in the adjacent past time periods are calculated and analyzed, including:

[0033] S1. Arbitrarily extract a non-congested road section within the first analysis set, obtain the road section flow values of the non-congested road section in all past time periods, and integrate and summarize them according to the time series of past time periods to obtain a non-congestion processing set , where represents the total number of past time periods in the past cycle, and is an even number;

[0034] S2. Within the non-congestion processing set , take the road section flow values corresponding to adjacent past time periods as a group of non-congestion processing groups to obtain multiple groups of non-congestion processing groups , where represents the sorting of the non-congestion processing groups;

[0035] S3. Through the Manhattan distance formula: , calculate the variability difference values between multiple groups of non-congestion processing groups;

[0036] Compare the variability difference value with the variability difference threshold. If the variability difference value is greater than the variability difference threshold, mark it as a road section with variable flow;

[0037] If the variability difference value is less than or equal to the variability difference threshold, mark it as a road section with stable flow;

[0038] Obtain the number of road sections with variable flow and calculate the ratio with the total number of road sections traveled in the initial route to obtain the number of variable road sections.

[0039] As a further technical solution of the present invention: The acquisition method of the route analysis signal is:

[0040] The route analysis signal includes a non-congested variable signal or a non-congested stable signal;

[0041] Multiply the number of variable road sections by the variability difference value to obtain the route variability value;

[0042] Compare the route variability value with the route variability threshold. The process is as follows:

[0043] If the route variability value is greater than the route variability threshold, generate a non-congested variable signal;

[0044] If the route variability value is less than or equal to the route variability threshold, generate a non-congested stable signal.

[0045] As a further technical solution of the present invention: Re-sort the route analysis sequence to obtain a route stable sequence. The process is as follows:

[0046] ​Count the number of non-congested stable signals, calculate the ratio with the total number of route analysis signals, and obtain the non-congested stable quantity;

[0047] Among them, the total number of route analysis signals is obtained by summing up the number of non-congested stable signals and the number of non-congested variable signals;

[0048] Obtain the non-congested stable quantity corresponding to the initial route within the route analysis sequence, conduct a magnitude comparison, and sort them in ascending order to obtain the route stability sequence.

[0049] As a further technical solution of the present invention: Compare and analyze the route stability sequence with the initial route sequence to determine the preferred driving route. The process is as follows:

[0050] Extract the initial route ranked first in the route analysis sequence and the initial route ranked first in the route stability sequence, and conduct a comparison. The process is as follows:

[0051] If the initial route ranked first in the route analysis sequence and the initial route ranked first in the route stability sequence are the same initial route, mark it as the optimal driving route;

[0052] If the initial route ranked first in the route analysis sequence and the initial route ranked first in the route stability sequence are not the same initial route, generate a route comparison signal;

[0053] Based on the route comparison signal, obtain the ranking of the initial route ranked first in the route analysis sequence within the route stability sequence, and take the absolute value of the difference between the rankings within the route stability sequence to obtain the analysis change value;

[0054] Obtain the ranking of the initial route ranked first in the route stability sequence within the route analysis sequence, and take the absolute value of the difference with the ranking within the route analysis sequence to obtain the stability change value;

[0055] Compare the stability change value with the analysis change value. The process is as follows:

[0056] If the analysis change value is greater than the stability change value, take the initial route ranked first in the route analysis sequence as the optimal driving route;

[0057] If the analysis change value is less than the stability change value, take the initial route ranked first in the route stability sequence as the optimal driving route;

[0058] If the analysis change value is equal to the stability change value, both the initial route ranked first in the route stability sequence and the initial route ranked first in the route stability sequence are marked as the optimal driving routes.

[0059] The beneficial effects of the present invention are as follows:

[0060] 1. The present invention inputs the driving end into the in-vehicle navigation system, outputs multiple driving routes, analyzes the driving durations of the driving routes in previous periods to obtain an initial route sequence, and conducts a road segment analysis on multiple initial routes in the initial route sequence from three different dimensions: the number of congested road segments, the spacing between congested road segments, and the congestion level of congested road segments, to obtain a route analysis value, thereby comprehensively evaluating the severity of traffic congestion of the initial route in previous periods through the route analysis value, which is conducive to comparing and analyzing the congestion characteristics of different initial routes, and judging the overall congestion severity of the initial route and its advantages and disadvantages among multiple alternative routes;

[0061] 2. Based on the route sequence, the present invention analyzes non-congested road segments, calculates and processes the road segment flow of non-congested road segments in adjacent previous periods through the Manhattan distance to obtain variable road segments. Based on the variable road segments, the number of variable road segments and the change range of variable road segments, i.e., the variable difference value, are statistically analyzed. Combining the number of variable road segments with the variable difference value is conducive to comprehensively reflecting the flow stability of non-congested road segments in the driving route, comparing and analyzing the non-congestion stability of different non-congested routes, and judging the overall non-congestion stability of non-congested routes and their stability levels among multiple alternative non-congested routes;

[0062] 3. By considering the non-congestion stability factor, the present invention reorders the route analysis sequence to obtain a route stability sequence. Through comparison and analysis with the initial route sequence, a comprehensive evaluation is conducted from the aspects of route congestion and route non-congestion stability, solving the problem of difficult to select the most suitable driving route for users when different routes have their own advantages and disadvantages in different dimensions, and avoiding the unsatisfactory travel experience that may be caused by only selecting routes based on congestion or non-congestion stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0063] The present invention will be further described below with reference to the accompanying drawings.

[0064] Figure 1 is a flowchart of the steps of a vehicle-road cooperation implementation system based on a camera;

[0065] Figure 2 is a structural diagram of a vehicle-road cooperation implementation system based on a camera. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0066] In order to make the technical means, creative features, achieved purposes and effects of the present invention easy to understand, the present invention will be further described below in conjunction with specific embodiments.

[0067] Embodiment 1

[0068] As Figure 1 - Figure 2As shown in the figure, an in-vehicle and road collaborative implementation system based on a camera according to an embodiment of the present invention includes:

[0069] Initial route screening module: Input the driving end point into the in-vehicle navigation system, output multiple driving routes, analyze the driving durations of the driving routes in the previous cycle, obtain route duration values, and obtain an initial route sequence according to the route duration values;

[0070] Among them, the previous driving duration data includes the previous driving duration;

[0071] In some embodiments, input the driving end point into the in-vehicle navigation system, output multiple driving routes, divide the previous cycle into several previous time periods, obtain the driving durations within the previous time periods, and sum and average the driving durations within all previous time periods in the previous cycle to obtain the route driving duration;

[0072] It should be noted that the previous cycle is divided in the way of equal time intervals, and the duration of each previous time period is equal;

[0073] Compare the route driving durations corresponding to multiple driving routes, and sort them in ascending order to obtain an initial route sequence;

[0074] Initial route analysis module: Based on the initial route sequence, extract the previous traffic data recorded by the road cameras in the previous cycle through the NVR, and analyze the initial routes in the initial route sequence according to the previous traffic data to obtain a route analysis sequence;

[0075] In some embodiments, arbitrarily select an initial route from the initial route sequence for analysis, extract the previous traffic data recorded by the initial route road cameras in the previous cycle through the NVR. Among them, the previous traffic data includes the section flow value, and perform section congestion analysis according to the section flow value. The process is as follows:

[0076] Divide the initial route road into several driving sections, obtain the section flow values of the driving sections in the previous time period, sum and average the section flow values corresponding to all previous time periods to obtain the driving flow value;

[0077] It should be noted that the initial route is divided into driving sections according to the distance between the cameras set on the road;

[0078] Compare the driving flow value with the driving flow threshold. The process is as follows:

[0079] If the driving flow value is greater than or equal to the driving flow threshold, it means that the driving flow of the driving section in the previous cycle is large and relatively congested, and it is marked as a congested section;

[0080] If the driving flow value is less than the driving flow threshold, it indicates that the driving flow on the driving section in the previous cycle is small and less congested, and it is marked as a non-congested section;

[0081] Obtain the number of congested sections, calculate the ratio with the total number of driving sections in the initial route to get the congestion quantity, and mark it as ;

[0082] Obtain the distances between adjacent congested sections, sum them up and take the average value, and calculate the ratio with the total distance of the initial route to get the congestion section spacing, and mark it as ;

[0083] It should be noted that the distance between adjacent congested sections represents the total distance of all non-congested sections existing between adjacent congested sections;

[0084] Obtain the driving flow value corresponding to the congested section, subtract it from the driving flow threshold, and calculate the ratio with the driving flow threshold to get the congestion severity value, marked as ;

[0085] Substitute the congestion quantity 、the congestion section spacing and the congestion severity value into the formula

[0086] , calculate to obtain the route analysis value , where 、 are both preset weight coefficients, and takes the value of 1.671, takes the value of 2.814;

[0087] It can be understood that the meaning represented by the route analysis value is: used to comprehensively evaluate the severity of traffic congestion on the initial route in the previous cycle, reflecting the proportion of congested sections in the total driving sections of the initial route through the congestion quantity, reflecting the density of the distribution of congested sections on the entire route through the congestion section spacing, and reflecting the severity of congestion from the perspective of flow exceeding the standard through the congestion severity value, which is conducive to comparing and analyzing the congestion characteristics of different initial routes, judging the overall congestion severity of the initial route and its advantages and disadvantages among multiple alternative routes;

[0088] Compare the route analysis values corresponding to the initial routes in the initial route sequence, and sort them in ascending order to obtain the route analysis sequence;

[0089] The specific implementation scheme of the embodiment of the present invention is as follows: input the driving end point into the in-vehicle navigation system, output multiple driving routes, analyze the driving duration of the driving routes in the previous cycle to obtain an initial route sequence, and perform road section analysis on multiple initial routes in the initial route sequence from three different dimensions: the number of congested road sections, the distance between congested road sections, and the congestion degree of congested road sections, to obtain a route analysis value, so as to overall evaluate the severity of the traffic congestion condition of the initial route in the previous cycle through the route analysis value, which is beneficial to compare and analyze the congestion characteristics of different initial routes, and judge the overall congestion severity of the initial route and its advantages and disadvantages among multiple alternative routes.

[0090] Embodiment 2

[0091] As Figure 1 - Figure 2 shown, on the basis of Embodiment 1, a vehicle-road cooperation implementation system based on a camera according to an embodiment of the present invention includes:

[0092] Road section stability analysis module: analyze multiple initial routes in the route analysis sequence through past traffic data to obtain non-congested stability data, where the non-congested stability data includes the number of variable road sections and the variable degree value, calculate and process the non-congested stability data to obtain a route variability value, and compare it with a route variability threshold to generate a route analysis signal;

[0093] Among them, the route analysis signal includes a non-congested stability signal or a non-congested variability signal;

[0094] In some embodiments, according to the sorting of the route analysis sequence, perform road section non-congested stability analysis on multiple initial routes in the route analysis sequence in turn, and the process is as follows:

[0095] Exemplarily, based on the first initial route sorted in the route analysis sequence, extract all non-congested road sections in the first initial route, and integrate and summarize them according to the front-back distance of the non-congested road sections in the first initial route to obtain a first analysis set , where n represents the total number of non-congested road sections in the first initial route;

[0096] Calculate and analyze the traffic flow values of corresponding road sections in adjacent previous periods in the first analysis set by the Manhattan distance method, including:

[0097] S1. Arbitrarily extract a non-congested road section in the first analysis set , obtain the traffic flow values of the non-congested road section in all previous periods, and integrate and summarize them according to the time sequence of the previous periods to obtain a non-congested processing set , where represents the total number of previous periods in the previous cycle, and is an even number;

[0098] S2. In the non-congestion processing set take the traffic flow values of adjacent previous periods corresponding to the same road section as a group of non-congestion processing groups, and obtain multiple groups of non-congestion processing groups , where represents the sorting of the non-congestion processing groups;

[0099] For example, and are a group of non-congestion processing groups, then it is the first non-congestion processing group, and are a group of non-congestion processing groups, then it is the second non-congestion processing group, and are a group of non-congestion processing groups, then it is the th non-congestion processing group;

[0100] S3. Through the Manhattan distance formula: , calculate the variability difference values between multiple groups of non-congestion processing groups;

[0101] Furthermore, the meaning represented by the Manhattan distance is to measure the absolute difference degree of the traffic flow values of two adjacent periods numerically, reflecting the change of the traffic flow of the road section between adjacent periods, which is beneficial to analyzing the stability degree of the traffic flow of non-congested road sections;

[0102] Compare the variability difference value with the variability difference threshold, and the process is as follows:

[0103] If the variability difference value is greater than the variability difference threshold, it indicates that the traffic flow difference degree of the non-congested road section in different previous periods is relatively large, that is, the traffic flow is easy to change, and it is marked as a traffic flow variable road section;

[0104] If the variability difference value is less than or equal to the variability difference threshold, it indicates that the traffic flow difference degree of the non-congested road section in different previous periods is relatively small, that is, the traffic flow is relatively stable, and it is marked as a traffic flow stable road section;

[0105] Obtain the number of traffic flow variable road sections, and calculate the ratio with the total number of driving road sections in the initial route to obtain the variable road section quantity;

[0106] Calculate the product of the variable road section quantity and the variability difference value to obtain the route variability value;

[0107] It can be understood that the meaning represented by the route variability value is: the proportion of the sections where the flow of non-congested sections is prone to change in the total driving route is reflected by the number of variable sections. If the number of variable sections is large, it means that the flow of a large proportion of non-congested sections in the driving route is unstable. The degree of difference in the numerical values of the section flow values in adjacent previous periods is measured by the variability difference value. If the variability difference value is large, it means that the change range of the sections in adjacent previous periods is large and the driving sections are relatively unstable. Combining the number of variable sections with the variability difference value is conducive to comprehensively reflecting the flow stability degree of non-congested sections in the driving route;

[0108] Compare the route variability value with the route variability threshold, and the process is as follows:

[0109] If the route variability value is greater than the route variability threshold, it means that the number of variable sections in the driving route is large, and the variability degree is large and relatively unstable, and a non-congested variable signal is generated;

[0110] If the route variability value is less than or equal to the route variability threshold, it means that the number of variable sections in the driving route is small, and the variability degree is small and relatively stable, and a non-congested stable signal is generated;

[0111] The specific implementation scheme of the embodiment of the present invention is: based on the route sequence, analyze the non-congested sections, calculate and process the section flow of the non-congested sections in adjacent previous periods through the Manhattan distance to obtain variable sections. Based on the variable sections, count the number of variable sections and the change range of the variable sections, that is, the variability difference value. Combining the number of variable sections with the variability difference value is conducive to comprehensively reflecting the flow stability degree of non-congested sections in the driving route, comparing and analyzing the non-congested stability of different non-congested routes, and judging the overall non-congested stability degree of the non-congested route and the stability level among multiple optional non-congested routes.

[0112] Embodiment 3

[0113] As Figure 1 - Figure 2 shown, on the basis of Embodiment 1 and Embodiment 2, a vehicle collaborative implementation system based on a camera according to the embodiment of the present invention includes:

[0114] Route optimization acquisition module: Based on the non-congested stable signal, re-sort the route analysis sequence to obtain a route stability sequence, and compare and analyze the route stability sequence with the initial route sequence to determine the preferred driving route;

[0115] In some embodiments, count the number of non-congested stable signals, and calculate the ratio with the total number of route analysis signals to obtain the non-congested stable quantity;

[0116] Among them, the total number of route analysis signals is obtained by summing up the number of non-congested stable signals and the number of non-congested variable signals;

[0117] Obtain the number of non-congested stabilities corresponding to the initial route within the route analysis sequence, compare their magnitudes, and sort them in ascending order to obtain a route stability sequence;

[0118] Extract the initial route ranked first in the route analysis sequence and the initial route ranked first in the route stability sequence, and compare them. The process is as follows:

[0119] If the initial route ranked first in the route analysis sequence and the initial route ranked first in the route stability sequence are the same initial route, then mark it as the optimal driving route;

[0120] If the initial route ranked first in the route analysis sequence and the initial route ranked first in the route stability sequence are not the same initial route, then generate a route comparison signal;

[0121] Based on the route comparison signal, obtain the ranking of the initial route ranked first in the route analysis sequence within the route stability sequence, and take the absolute value of the difference between the rankings within the route stability sequence to obtain an analysis change value;

[0122] Obtain the ranking of the initial route ranked first in the route stability sequence within the route analysis sequence, and take the absolute value of the difference from the ranking within the route analysis sequence to obtain a stability change value;

[0123] Compare the magnitudes of the stability change value and the analysis change value. The process is as follows:

[0124] If the analysis change value is greater than the stability change value, then take the initial route ranked first in the route analysis sequence as the optimal driving route;

[0125] If the analysis change value is less than the stability change value, then take the initial route ranked first in the route stability sequence as the optimal driving route;

[0126] If the analysis change value is equal to the stability change value, then both the initial route ranked first in the route stability sequence and the initial route ranked first in the route stability sequence are marked as the optimal driving routes;

[0127] The specific implementation scheme of the embodiment of the present invention is as follows: By taking into account non-congested stability factors, re-sorting the route analysis sequence to obtain a route stability sequence, and through comparison and analysis with the initial route sequence, comprehensively evaluating from the aspects of route congestion and non-congested stability of the route, it solves the problem that it is difficult to select the most suitable route for the user to drive when different routes have their own advantages and disadvantages in different dimensions, and avoids the unsatisfactory travel experience that may be caused by choosing a route only based on congestion or non-congested stability.

[0128] The foregoing has shown and described the basic principles, main features and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited by the above embodiments, and what is described in the above embodiments and the specification is only to illustrate the principle of the present invention. Without departing from the spirit and scope of the present invention, the present invention will have various changes and improvements, and these changes and improvements all fall within the scope of the present invention claimed. The scope of the present invention claimed is defined by the appended claims and their equivalents.

Claims

1. A camera-based vehicle-road collaboration implementation system, characterized by: include: Initial route screening module: input the destination into the vehicle navigation system, output multiple routes, analyze the driving time of the routes in the previous cycle, and obtain the initial route sequence; Initial route analysis module: Based on the initial route sequence, the NVR extracts the previous traffic data recorded by the road camera in the previous period, and based on the previous traffic data, performs a road congestion analysis on the initial route in the initial route sequence to obtain the route analysis value, and based on the route analysis value, performs a ranking to obtain the route analysis sequence; The road section stability analysis module: analyzes multiple initial routes in the route analysis sequence through previous traffic data to obtain non-congested stable data, wherein the non-congested stable data includes the number of variable road sections and the variable difference value. The number of variable road sections and the variable difference value are calculated and processed to obtain the route volatility value, which is compared with the route volatility threshold to generate a route analysis signal; Wherein, the route analysis signal includes a non-congested stable signal or a non-congested variable signal; The method for obtaining non-congested stable data is as follows: The first analysis set was analyzed by the Manhattan distance method. The corresponding traffic flow values ​​of the sections in the adjacent past time periods are calculated and analyzed, including: S1. In the first analysis set Extract any non-congested road section, obtain the road flow value of the non-congested road section in all previous time periods, and integrate and summarize it according to the time series of the previous time periods to obtain the non-congested processing set ,in, is expressed as the total number of previous periods in the previous period, and is an even number; S2, in the non-owned processing set The traffic flow values ​​of the corresponding sections in the adjacent past time periods are taken as a group of non-congestion processing groups to obtain multiple groups of non-congestion processing groups. ,in, It is expressed as the ranking of the non-ownership treatment group; S3. Through the Manhattan distance formula: , calculate the variable difference values ​​between multiple non-treatment groups; Compare the volatile difference value with the volatile difference threshold, and if the volatile difference value is greater than the volatile difference threshold, mark it as a traffic volatile section; If the volatile difference value is less than or equal to the volatile difference threshold, it is marked as a traffic stable section; The number of sections with variable traffic volume is obtained, and the ratio is calculated with the total number of sections in the initial route to obtain the number of sections with variable traffic volume; Route optimization acquisition module: based on the non-congested stable signal, the route analysis sequence is re-sorted to obtain a stable route sequence, and the stable route sequence is compared and analyzed with the initial route sequence to determine the preferred driving route.

2. The camera-based vehicle-road collaboration implementation system according to claim 1, characterized in that: The initial route sequence is obtained as follows: The destination of the trip is input into the vehicle navigation system, and multiple driving routes are outputted. The previous cycle is divided into several previous time periods, and the driving time in the previous time period is obtained. The driving time in all previous time periods in the previous cycle is added and averaged to obtain the route driving time; The driving times corresponding to the multiple driving routes are compared and sorted in ascending order to obtain an initial route sequence.

3. The camera-based vehicle-road collaboration implementation system according to claim 1, characterized in that: The congestion analysis of the initial route in the initial route sequence is performed as follows: In the past, traffic data included road section flow values; The initial route is divided into several driving sections, the section flow values ​​of the driving sections in previous time periods are obtained, and the section flow values ​​corresponding to all previous time periods are added and averaged to obtain the driving flow value; The traffic flow value is compared with the traffic flow threshold value as follows: If the driving flow value is greater than or equal to the driving flow threshold, it is marked as a congested road section; If the driving flow value is less than the driving flow threshold, it is marked as a non-congested road section.

4. The camera-based vehicle-road collaboration implementation system according to claim 3, characterized in that: The process of obtaining route analysis values ​​is as follows: Get the number of congested sections and calculate the ratio with the total number of sections in the initial route to get the number of congestion and mark it as ; Get the distances between adjacent congested sections, add them up and take the average, and calculate the ratio with the total distance of the initial route to get the congested section spacing and mark it as ; Obtain the driving flow value corresponding to the congested road section, subtract it from the driving flow threshold, and calculate the ratio with the driving flow threshold to obtain the congestion excess value, which is marked as ; The number of congestion , congested road section spacing and congestion excess value Substitute into the formula , calculate the route analysis value ,in, , These are all preset weight coefficients.

5. The camera-based vehicle-road collaboration implementation system according to claim 4, characterized in that: The route analysis sequence is obtained as follows: The route analysis values ​​corresponding to the initial routes in the initial route sequence are compared and sorted in ascending order to obtain a route analysis sequence.

6. The camera-based vehicle-road collaboration implementation system according to claim 1, characterized in that: The multiple initial routes in the route analysis sequence are analyzed through previous traffic data. The analysis process is as follows: Based on the sorting of the first initial route in the route analysis sequence, all non-congested sections in the sorted first initial route are extracted and sorted, and the non-congested sections in the first initial route are integrated and summarized according to the front and rear distances to obtain the first analysis set. , where n represents the total number of non-congested sections in the first initial route.

7. The camera-based vehicle-road collaboration implementation system according to claim 1, characterized in that: The route analysis signal is obtained as follows: The route analysis signal includes a non-congested variable signal or a non-congested stable signal; The number of variable sections is multiplied by the variable difference value to obtain the route variable value; The route volatility value is compared with the route volatility threshold as follows: If the route volatility value is greater than the route volatility threshold, a non-congested volatility signal is generated; If the route change value is less than or equal to the route change threshold, a non-congestion stability signal is generated.

8. The camera-based vehicle-road collaboration implementation system according to claim 1, characterized in that: Reorder the route analysis sequence to obtain a stable route sequence. The process is as follows: Count the number of non-congested stable signals and calculate the ratio with the total number of route analysis signals to obtain the non-congested stable number; The total number of route analysis signals is obtained by adding the number of non-congested stable signals and the number of non-congested variable signals; The non-stable number corresponding to the initial route in the route analysis sequence is obtained, and the size is compared and sorted in ascending order to obtain a stable sequence of routes.

9. The camera-based vehicle-road collaboration implementation system according to claim 8, characterized in that: Compare and analyze the stable route sequence with the initial route sequence to determine the optimal driving route. The process is as follows: Extract the initial route ranked first in the route analysis sequence and the initial route ranked first in the route stability sequence for comparison. The process is as follows: If the initial route ranked first in the route analysis sequence is the same as the initial route ranked first in the route stability sequence, it is marked as the optimal driving route; If the initial route ranked first in the route analysis sequence and the initial route ranked first in the route stability sequence are not the same initial route, a route comparison signal is generated; Based on the route comparison signal, the ranking of the initial route ranked first in the route analysis sequence in the route stable sequence is obtained, and the ranking in the route stable sequence is subtracted, and the absolute value is taken to obtain the analysis change value; Obtain the ranking of the initial route that ranks first in the stable route sequence in the route analysis sequence, and make a difference between the ranking and the ranking in the route analysis sequence, take the absolute value, and obtain the stable change value; Compare the stable change value with the analytical change value. The process is as follows: If the analysis change value is greater than the stable change value, the initial route ranked first in the route analysis sequence is taken as the optimal driving route; If the analysis change value is less than the stable change value, the initial route ranked first in the stable sequence of routes is taken as the optimal driving route; If the analysis change value is equal to the stability change value, the initial route ranked first in the route stability sequence and the initial route ranked first in the route stability sequence are both marked as the optimal driving route.

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