Traffic organization optimization method and electronic equipment

Abstract

The invention discloses a traffic organization optimization method and electronic equipment. The method comprises the following steps: acquiring road network data; constructing a simulation road network file according to the road network data; optimizing the simulation road network file according to a pre-designed traffic organization optimization scheme to obtain an optimized simulation road network file; constructing a vehicle path file after traffic organization optimization according to the traffic organization optimization scheme, and taking the optimized vehicle path file as a simulation demand file; constructing a traffic simulation model according to the optimized simulation road network file and the simulation demand file; and according to a simulation operation result of the traffic simulation model, determining an evaluation grade corresponding to an optimization effect of the traffic organization optimization scheme. According to the traffic simulation method, the grade of the optimization effect of each traffic organization optimization scheme can be evaluated without actual implementation, and a large amount of manpower and material resources are saved while the optimization effect is ensured.

Description

Technical Field

[0001] This application belongs to the technical field of intelligent transportation, and particularly relates to a traffic organization optimization method and an electronic device. Background Art

[0002] Traffic organization optimization is an important means to improve road traffic capacity and thus achieve the balance of road network traffic pressure. Its optimization goal is to separate various traffic flows in the road network and reduce traffic conflicts between different vehicles or between vehicles and pedestrians.

[0003] In related technologies, the generation of traffic organization optimization schemes mainly relies on the expert experience of traffic engineers. The actual effects after optimization cannot be guaranteed, and for the optimization schemes with poor actual effects, it is necessary to redesign the optimization schemes and reconstruct, and the implementation cost of the optimization schemes is relatively high, resulting in a waste of a large amount of manpower and material resources. Summary of the Invention

[0004] The purpose of the embodiments of this application is to provide a traffic organization optimization method and an electronic device to solve the problems that the actual effects after optimization cannot be guaranteed in related technologies and the waste of a large amount of manpower and material resources caused by redesign and reconstruction.

[0005] To achieve the above purpose, the embodiments of this application adopt the following technical solutions:

[0006] In a first aspect, the embodiments of this application provide a traffic organization optimization method, including: obtaining road network data; constructing a simulation road network file according to the road network data; optimizing the simulation road network file according to a pre-designed traffic organization optimization scheme to obtain an optimized simulation road network file, where the traffic organization optimization scheme includes at least one of the following traffic organization optimization functions: lane width modification, lane turning type modification, lane addition or deletion, lane restriction form definition, widened lane addition, variable lane addition, and left-turn waiting area addition; constructing a vehicle path file after traffic organization optimization according to the traffic organization optimization scheme, and using the optimized vehicle path file as a simulation requirement file; constructing a traffic simulation model according to the optimized simulation road network file and the simulation requirement file; determining an evaluation grade corresponding to the optimization effect of the traffic organization optimization scheme according to the simulation operation result of the traffic simulation model.

[0007] In a second aspect, the embodiments of this application provide an electronic device, including: a processor, a memory, and a program or instruction stored on the memory and executable on the processor, where the program or instruction, when executed by the processor, implements the steps of the traffic organization optimization method as described in the first aspect embodiments of this application.

[0008] The above at least one technical solution adopted by the embodiments of this application can achieve the following beneficial effects:

[0009] When the embodiment of the present application performs traffic organization optimization, first, a simulation road network file is constructed according to road network data. Then, according to a pre-designed traffic organization optimization plan, the simulation road network file is optimized to obtain an optimized simulation road network file, and an optimized vehicle path file is constructed and used as a simulation demand file. The traffic organization optimization plan includes at least one of the following traffic organization optimization functions: lane width modification, lane turning type modification, lane addition or deletion, lane restriction form definition, widened lane addition, variable lane addition, and left-turn waiting area addition. A traffic simulation model is constructed according to the optimized simulation road network file and the simulation demand file, and the evaluation grade corresponding to the optimization effect of the traffic organization optimization plan is determined according to the simulation operation result of the traffic simulation model. The embodiment of the present application generates an optimized simulation road network file and a simulation demand file required for simulation according to a pre-designed traffic organization optimization plan, constructs a traffic simulation model according to the optimized simulation road network file and the simulation demand file, and through the simulation operation in the simulation environment, the spatio-temporal characteristics of the traffic flow after the implementation of the traffic organization optimization plan can be reproduced. The optimization effects of each traffic organization optimization plan are evaluated according to the simulation results, so as to determine the traffic organization optimization plan with the best optimization effect. Due to the adopted traffic simulation method, the evaluation grades of the optimization effects of each traffic organization optimization plan can be evaluated without actual implementation, saving a large amount of manpower and material resources while ensuring the optimization effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The drawings described herein are used to provide a further understanding of the present application, and constitute a part of the present application. The schematic embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation to the present application. In the drawings:

[0011] Figure 1 It is a schematic flow chart of a traffic organization optimization method provided by an embodiment of the present application;

[0012] Figure 2 It is a schematic flow chart of a traffic organization optimization method provided by another embodiment of the present application;

[0013] Figure 3 It is a schematic diagram of a road section information update process provided by an embodiment of the present application;

[0014] Figure 4 It is a schematic flow chart of a process for modifying lane information provided by an embodiment of the present application;

[0015] Figure 5 It is a schematic diagram of a multi-element simulation road network provided by an embodiment of the present application;

[0016] Figure 6 It is a schematic diagram of lane width modification provided by an embodiment of the present application;

[0017] Figure 7 A schematic diagram for modifying lane turning types provided for an embodiment of the present application;

[0018] Figure 8 A schematic diagram for adding lanes provided for an embodiment of the present application;

[0019] Figure 9 A schematic diagram for modifying lane restriction forms provided for an embodiment of the present application;

[0020] Figure 10 A schematic diagram for adding widened lanes provided for an embodiment of the present application;

[0021] Figure 11 A schematic diagram for adding variable lanes provided for an embodiment of the present application;

[0022] Figure 12 A schematic diagram for the simulation control process of a left-turn waiting area provided for an embodiment of the present application;

[0023] Figure 13 A schematic diagram for the modification process of the signal control scheme of an internal intersection provided for an embodiment of the present application;

[0024] Figure 14 A schematic diagram for optimizing the source point and the intersection near the optimization target point provided for an embodiment of the present application;

[0025] Figure 15 A schematic diagram of the overall process of a traffic organization optimization method provided for an embodiment of the present application;

[0026] Figure 16 A schematic diagram of the structure of an electronic device provided for an embodiment of the present application. Detailed implementation manners

[0027] To make the objectives, technical solutions, and advantages of the present application clearer, the technical solutions of the present application will be clearly and completely described below in conjunction with the specific embodiments of the present application and the corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present application.

[0028] The terms "first", "second", etc. in this application are used to distinguish similar objects, rather than to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of this application can be implemented in an order other than those illustrated or described herein. In addition, the "and / or" in this application indicates at least one of the connected objects, and the character " / " generally indicates an "or" relationship between the associated objects before and after. It should be noted that all data involved in this application are obtained on the premise of obtaining user authorization.

[0029] In order to separate various traffic flows in the road network and reduce traffic conflicts between different vehicles or between vehicles and pedestrians, it is necessary to optimize the traffic organization of the road network to improve the road passing capacity and achieve the balance of traffic pressure in the road network. In the related art, the generation of traffic organization optimization schemes mainly relies on the expert experience of traffic engineers. The actual effects after optimization cannot be guaranteed, and for the optimization schemes with poor actual effects, it is necessary to re-design the optimization schemes and re-construct, and the implementation cost of the optimization schemes is relatively large, resulting in a waste of a large amount of manpower and material resources. For this reason, this application proposes a traffic organization optimization method and an electronic device based on traffic simulation modeling.

[0030] The following will, with reference to the accompanying drawings, detail the technical solutions provided by the embodiments of this application.

[0031] Figure 1 It is a schematic flowchart of a traffic organization optimization method provided by an embodiment of this application. As Figure 1 shown, the traffic organization optimization method of the embodiment of this application may specifically include the following steps:

[0032] S101, obtain road network data.

[0033] In the embodiment of this application, the execution subject of the traffic organization optimization method of the embodiment of this application is an electronic device. This electronic device can be a terminal device or a server. Among them, the terminal device can be a mobile phone, a tablet computer, a desktop computer, a portable notebook, a vehicle-mounted device, etc.; the server can be an independent server or a server cluster composed of multiple servers.

[0034] Road network data refers to traffic-related data in an electronic map, which is a road network composed of connected points and lines. Road network data is widely used in a Geographic Information System (GIS) and can be used in various fields such as road planning, traffic simulation, and geographical analysis.

[0035] There are many ways to obtain road network data. For example, multi-source road network data can be obtained from the national basic geographic information database, various software for downloading data, the Open Street Map (OSM) website, etc. OSM is an online map collaboration project with the goal of creating a freely available world map that can be edited by everyone. Its data is open source and can be freely downloaded and used by users.

[0036] S102. Construct a simulation road network file based on the road network data.

[0037] In the embodiment of the present application, the simulation road network file is a road network file for traffic simulation. The road network file describes the traffic-related parts in the electronic map, such as the roads and intersection information passed by vehicles.

[0038] Based on the road network data obtained in step S101, a multi-element simulation road network file that fits the real traffic scenario can be constructed, including motor vehicle lanes, non-motor vehicle lanes, sidewalks, widened lanes, variable lanes, and left-turn waiting areas.

[0039] The widened lane is used to widen the width of the motor vehicle lane within a certain range at the intersection. For example, it is widened from two lanes to three lanes.

[0040] The variable lane is a lane whose direction can be changed at different times. According to the characteristics of vehicle flow and direction at different times, by flexibly regulating the flow direction, the driving direction of the variable lane can be changed, which can effectively relieve traffic pressure.

[0041] The left-turn waiting area is a partial area in front of the left-turn lane and beyond the stop line within the intersection. When the oncoming straight traffic is a red light, the left-turn vehicle waits at the stop line. When the oncoming straight traffic is not a red light, the left-turn vehicle enters the intersection to wait.

[0042] S103. Optimize the simulation road network file according to the pre-designed traffic organization optimization plan to obtain an optimized simulation road network file.

[0043] In the embodiment of the present application, traffic organization optimization is an important means to improve the road traffic capacity and thus achieve the balance of road network traffic pressure. Its optimization goal is to separate various traffic flows in the road network and reduce traffic conflicts between different vehicles or between vehicles and pedestrians.

[0044] The traffic organization optimization plan refers to the optimization plan designed to achieve the goal of traffic organization optimization. According to the functional requirements of traffic organization optimization, various traffic organization optimization plans can be designed and implemented with the help of the Simulation of Urban Mobility (SUMO) software. For example, it can include at least one of the traffic organization optimization functions such as lane width modification, lane turning type modification, adding / deleting lanes (lane addition and deletion), lane restriction form definition, adding widened lanes, adding variable lanes, and adding left-turn waiting areas. Among them, the SUMO software is a free and open-source microscopic traffic system simulation software that can achieve microscopic control of traffic flow, that is, the driving path of each vehicle on the road can be planned individually.

[0045] The traffic organization optimization plan can be designed in advance, and the simulation road network file (i.e., the simulation road network file before optimization) constructed in step S102 can be optimized accordingly to obtain the optimized simulation road network file (*.net.xml).

[0046] S104, construct the vehicle path file after traffic organization optimization according to the traffic organization optimization plan, and use the optimized vehicle path file as the simulation requirement file.

[0047] In the embodiment of the present application, the main content of the traffic organization optimization plan is to carry out channelization design on the road. The right of way in the road space dimension will change after optimization, which will affect the original driving path of the vehicle. Using historical traffic flow data no longer conforms to the optimized road network structure. Therefore, it is necessary to consider the change of the vehicle path in the optimized road network.

[0048] According to the pre-designed traffic organization optimization plan, based on the historical driving path, use the path reconstruction algorithm to re-plan to construct a vehicle path file that conforms to the optimized road network structure, and use this vehicle path file as the simulation requirement file (*.rou.xml) for traffic organization optimization.

[0049] S105, construct a traffic simulation model according to the optimized simulation road network file and the simulation requirement file.

[0050] In the embodiment of the present application, according to the optimized simulation road network file obtained in step S103 and the simulation requirement file constructed in step S104, use the SUMO simulation software to perform traffic simulation modeling to construct a traffic simulation model for the optimized road network area. Traffic simulation modeling is a process of solving the dynamic traffic simulation model by numerical methods, which can dynamically and realistically imitate various traffic phenomena such as traffic flow and traffic events.

[0051] As a feasible implementation manner, the reconstructed simulation requirement file (*.rou.xml) in step S104 can be loaded into the optimized simulation road network file (*.net.xml) obtained in step S103 to construct a traffic organization optimization simulation model.

[0052] S106. Determine the evaluation level corresponding to the optimization effect of the traffic organization optimization plan according to the simulation operation result of the traffic simulation model.

[0053] In the embodiment of the present application, a traffic simulation operation environment is built, and simulation operation is performed based on the traffic simulation model constructed in step S105. The traffic simulation model outputs the simulation operation result. The traffic state index in the simulation operation result is used as an evaluation index to construct an evaluation system for the traffic organization optimization plan, evaluate the optimization effect after the implementation of the traffic organization optimization plan, and determine the evaluation level corresponding to the optimization effect. For example, according to the quality of the optimization effect, the evaluation level can be divided into 5 levels, expressed as F = {F1, F2, F3, F4, F5}, where the better the optimization effect, the higher the corresponding evaluation level.

[0054] Those skilled in the art can understand that for multiple pre-designed traffic organization plans, each traffic organization plan corresponds to an evaluation level. The traffic organization plan with the highest evaluation level is determined as the target traffic organization plan, and actual implementation is carried out based on the target traffic organization plan, saving a large amount of manpower and material resources while ensuring the optimization effect.

[0055] In summary, for the traffic organization optimization method in the embodiment of the present application, when performing traffic organization optimization, first, a simulation road network file is constructed according to road network data, then, according to the pre-designed traffic organization optimization plan, the simulation road network file is optimized to obtain an optimized simulation road network file, and an optimized vehicle path file is constructed and used as a simulation requirement file. A traffic simulation model is constructed according to the optimized simulation road network file and the simulation requirement file, and the evaluation level corresponding to the optimization effect of the traffic organization optimization plan is determined according to the simulation operation result of the traffic simulation model. In the embodiment of the present application, according to the pre-designed traffic organization optimization plan, an optimized simulation road network file and a simulation requirement file required for simulation are generated, and a traffic simulation model is constructed according to the optimized simulation road network file and the simulation requirement file. Through the simulation operation in the simulation environment, the spatio-temporal characteristics of the traffic flow after the implementation of the traffic organization optimization plan can be reproduced, and the optimization effects of each traffic organization optimization plan are evaluated according to the simulation results, so as to determine the traffic organization optimization plan with the best optimization effect. Since the traffic simulation method is adopted, the evaluation levels of the optimization effects of each traffic organization optimization plan can be evaluated without actual implementation, saving a large amount of manpower and material resources while ensuring the optimization effect.

[0056] Figure 2A flowchart of a traffic organization optimization method provided for another embodiment of the present application. As Figure 2 shown, based on the embodiment shown in Figure 1 , the traffic organization optimization method of the embodiment of the present application may specifically include the following steps:

[0057] S201. Obtain road network data.

[0058] In the embodiment of the present application, step S201 is the same as step S101 in the above embodiment, and will not be elaborated here.

[0059] Step S102 "Construct a simulation road network file according to the road network data" in the above embodiment may specifically include the following steps S202 - S204.

[0060] S202. Store the road network data as multiple information tables, and the multiple information tables include an intersection table, a road section table, a lane table, and a road section connection table.

[0061] In the embodiment of the present application, the road network data obtained in step S201 is stored in the form of a table structure as multiple information tables including an intersection table, a road section table, a lane table, and a road section connection table.

[0062] Among them, the intersection table records the intersection information in the road network, and the intersection information may specifically include at least one of the following information: intersection number, intersection name, intersection type, intersection longitude and latitude information, etc.

[0063] The road section table records the road section related information in the road network, and the road section related information may specifically include at least one of the following information: road section number, road section name, road section type, road section length, road section direction, upstream intersection of the road section, downstream intersection of the road section, and total number of lanes included in the road section, etc.

[0064] The lane table records the lane related information in the road network, and the lane related information may specifically include at least one of the following information: lane number, lane type, lane direction, lane turning (i.e., lane connection), road section to which the lane belongs, intersection to which the lane belongs, lane width, lane restriction (i.e., lane permission or prohibition) type, etc.

[0065] The road section connection table records the road section connection information in the road network, and the road section connection information may specifically include at least one of the following information: starting road section, ending road section, and road section turning, etc.

[0066] It should be noted here that the storage format of the multiple information tables supports the design of widened lanes, variable lanes, and left-turn waiting areas.

[0067] S203. Modify the road segment table and lane table according to the information of the non-motor vehicle lane and the pedestrian lane.

[0068] In the embodiment of the present application, in order to construct a multi-element simulation road network file including non-motor vehicle lanes and pedestrian lanes, it is necessary to modify the road segment table and lane table in the multiple information tables in step S202 according to the information of the non-motor vehicle lane and the pedestrian lane.

[0069] Among them, the above step of "modifying the road segment table according to the information of the non-motor vehicle lane and the pedestrian lane" can be specifically implemented through the following steps: fields for the number of non-motor vehicle lanes and the number of pedestrian lanes can be added to the road segment table respectively, and the numbers of non-motor vehicle lanes and pedestrian lanes are added to the corresponding fields of the road segment table respectively, and the total number of lanes in the corresponding road segment in the road segment table is modified, and the total number of lanes in this road segment is modified to the sum of the number of motor vehicle lanes, the number of non-motor vehicle lanes and the number of pedestrian lanes.

[0070] Considering that the lane information of non-motor vehicle lanes and pedestrian lanes can be obtained by copying the lane information of other motor vehicle lanes in this road segment, therefore, the above step of "modifying the lane table according to the information of the non-motor vehicle lane and the pedestrian lane" can be specifically implemented through the following steps: obtain the lane information of the motor vehicle lane in the corresponding road segment, and modify the vehicle permission and / or prohibition type in the lane information, and use the modified lane information as the lane information of the non-motor vehicle lane and the pedestrian lane, and add it to the lane table.

[0071] S204. Construct a simulation road network file based on the modified multiple information tables.

[0072] In the embodiment of the present application, according to the above modified road segment table and lane table, combined with the intersection table and the road segment connection table, in accordance with the storage formats of the node file (*.node.xml), edge file (*.edge.xml) and connection file (*.con.xml), write the information in the above information tables into the corresponding fields of the above files, and complete the construction of the simulation road network file (*.net.xml) through the SUMO command "NETCONVER".

[0073] S205. Perform a rationality check on the parameters of the traffic organization optimization plan based on the road network data.

[0074] In the embodiment of the present application, to ensure the rationality of the road network structure after traffic organization optimization, before optimization, it is necessary to perform a rationality check on the parameters of the traffic organization optimization plan. If the check passes, continue with the subsequent optimization steps. If the check fails, return the detailed information of the incorrect parameters for the user to redesign the incorrect parameters and perform a rationality check on the redesigned parameters again until the check passes.

[0075] The traffic organization optimization plan is based on the intersection list, which includes the intersections to be optimized, simply referred to as optimized intersections. The rationality verification of the parameters of the traffic organization optimization plan can specifically include at least one of the following verifications:

[0076] 1) Verification for optimized intersections: The numbers or names of the optimized intersections in the traffic organization optimization plan should exist in the existing road network data, and the optimization information for the sections in the same direction of the optimized intersections should not be repeated.

[0077] 2) Verification for lane width: The lane numbers whose widths need to be modified in the traffic organization optimization plan should exist in the existing road network data, and the modified width values of the lanes whose widths need to be modified should be within a reasonable width range, such as within 1 - 5 meters.

[0078] 3) Verification for lane quantity: The quantity of lanes to be deleted in the traffic organization optimization plan should be less than the existing lane quantity on the section where they are located. The lane numbers to be deleted should exist in the existing road network data, and the lane numbers to be deleted should not be repeated; the lane numbers to be added should be consecutive, and the minimum value of the edge lane numbers to be added should be adjacent to the existing lane numbers.

[0079] 4) Verification for lane prohibition and restriction types: The prohibited and permitted types of lanes should not conflict, and the prohibition and restriction types of lanes should conform to the vehicle types specified in the simulation. If the prohibited and restricted vehicle types are not in the list of vehicle types specified in the simulation, they can be converted into similar conforming vehicle types according to the vehicle size.

[0080] 5) Verification for lane connection types: The turning types of the same lane should not be repeated, and there should be a corresponding section downstream of the turning of the lane, and the turning types of the lane should conform to the lane connection types specified in the simulation.

[0081] 6) Verification for widened lanes: The starting position of the widened lane from the intersection approach lane (i.e., the approach lane) should not exceed the length of the corresponding section.

[0082] 7) Verification for variable lanes: The section to which the variable lane belongs should exist in the existing road network data.

[0083] Step S103 in the above embodiment, "Optimize the simulation road network file according to the pre-designed traffic organization optimization plan to obtain the optimized simulation road network file", can specifically include the following steps S206 - S209.

[0084] S206, Take the optimized intersections in the traffic organization optimization plan and the intersections adjacent to the upstream and downstream of the optimized intersections as the simulation scope.

[0085] In the embodiments of the present application, road network data related to the traffic organization optimization plan is extracted. To ensure the complete topology of the road network structure of the traffic simulation model, the optimized intersections in the traffic organization optimization plan and the intersections adjacent to the upstream and downstream of the optimized intersections need to be used as the simulation scope of the traffic simulation model.

[0086] S207. Obtain multiple modified information tables within the simulation scope.

[0087] In the embodiments of the present application, according to the simulation scope determined in step S206, multiple modified information tables within the simulation scope are obtained. These information tables serve as the information tables before optimization, that is, intersection information, road section information, lane information, and road section connection information within the simulation scope are obtained. These information serve as the road network information before optimization.

[0088] S208. Update the multiple modified information tables within the simulation scope according to the traffic organization optimization plan.

[0089] In the embodiments of the present application, according to the traffic organization optimization plan, the multiple information tables before optimization within the simulation scope obtained in step S207 are updated to obtain multiple updated information tables.

[0090] This step can be specifically implemented through the following steps: The traffic organization optimization plan is split into multiple traffic organization optimization functions. According to the traffic organization optimization functions, the road section table and lane table in the multiple modified information tables are updated. Different traffic organization optimization functions require different road network information in the information tables to be modified.

[0091] Specifically, for example, the traffic organization optimization plan can be split into the following multiple traffic organization optimization functions: 1), Lane width modification: Support modifying the width of a specified motor vehicle lane; 2) Lane turning type modification: Support modifying the connection method of the lane; 3) Adding or reducing lanes: Support adding lanes that do not exist in the existing lanes or deleting existing lanes; 4) Lane restriction form modification: Support adding prohibited vehicle types or permitted vehicle types for the lane; 5) Adding widened lanes: Support adding arbitrarily connected widened lanes at the approach lanes of intersections; 6) Adding variable lanes: Support the lane to have different driving directions at different time periods.

[0092] The following details how different traffic organization optimization functions modify the road section information in the road section table: For the above traffic organization optimization functions 3), 5), and 6), the traffic organization optimization modifies the lane quantity and structural information of the road section. Therefore, the optimized information needs to be updated to the road section information in the road section table. The process of updating the road section information is as Figure 3As shown in the figure, it includes the following steps: S301, obtaining the existing number of lanes of the road section from the road section information in the road section table; S302, respectively obtaining the number of lanes to be increased and the number of lanes to be decreased according to the lane number change information of the traffic organization optimization function; S303, calculating the number of lanes of the road section after optimization = the existing number of lanes + the number of lanes to be increased - the number of lanes to be decreased; S304, updating the number of lanes to the road section information.

[0093] The following details how different traffic organization optimization functions modify the lane information in the lane table: The update of the lane information in the lane table is divided into three ways: modification of some attribute values in the lane information, addition of lane information, and deletion of lane information. For the above traffic organization optimization functions 1), 2) and 4), it mainly involves the modification of the attribute values of the lane information, while for the above traffic organization optimization functions 3), 5) and 6), it mainly involves the addition and deletion of lane information. Function 1) needs to update the optimized lane width information to the lane width attribute, function 2) needs to update the optimized connection information to the lane connection attribute, and function 4) needs to update the optimized vehicle restriction type to the allow / forbid attribute of the lane.

[0094] When the traffic organization optimization function involves adding or deleting lanes, it is necessary to not only modify the road section information in the road section table, but also synchronously modify the lane information in the lane table, such as functions 3), 5) and 6). The process of modifying the corresponding lane information is as Figure 4 shown, specifically including the following steps: S401, obtaining the lane number increase / decrease information / lanewidth expansion information / variable lane information; S402, obtaining the newly added lane number / deleted lane number; if it is a newly added lane, execute steps S403 - S404; if it is a deleted lane, execute step S405; S403, copying the original lane information on the road section; S404, generating the newly added lane information; S405, deleting the lane information of the lane number; S406, re - numbering the lanes on the same road section to generate the optimized lane information.

[0095] Among them, the specific process of re - numbering is as follows: If it is a newly added lane, re - number the lanes in the road section that are greater than the newly added lane number, and the new lane number is the original lane number + the number of newly added lanes; if it is a deleted lane, re - number the lanes in the road section that are greater than the newly added lane number, and the new lane number is the original lane number - the number of deleted lanes.

[0096] For example:

[0097] Based on the road network data, non - motor vehicle lane information and pedestrian lane information, a multi - element simulation road network is constructed as Figure 5As shown, which includes Optimized Intersection A and Optimized Intersection B. Taking Optimized Intersection A as an example, the schematic diagram for implementing Optimization Function 1) Modifying Lane Width is as Figure 6 shown, changing the lane width from 3 m (meters) to 5 m. The schematic diagram for implementing Optimization Function 2) Modifying Lane Turning Type is as Figure 7 shown, changing the rightmost lane from straight-right to right-turn only. The schematic diagram for implementing Optimization Function 3) Adding Lanes is as Figure 8 shown, adding a straight lane in the middle of the road section. The schematic diagram for implementing Optimization Function 4) Modifying Lane Prohibition and Restriction Forms is as Figure 9 shown, prohibiting large vehicles from using the leftmost lane. The schematic diagram for implementing Optimization Function 5) Adding Widened Lanes is as Figure 10 shown, changing the number of import lanes from 3 to 4. The schematic diagram for implementing Optimization Function 6) Adding Variable Lanes is as Figure 11 shown, changing the number of northbound lanes from 3 to 2 and the number of southbound lanes from 2 to 3.

[0098] Taking the addition of widened lanes as an example, add a quantity field for widened lanes in the road section table, add a length field for widened lanes in the lane table, obtain the detailed information of the widened lanes in the road section, mainly including the quantity and length of the widened lanes. The widened length takes a fixed design value according to different road section speed limits, and add the detailed information of the widened lanes to the corresponding fields in the road section table and the lane table.

[0099] Taking the addition of variable lanes as an example, the embodiments of the present application provide the following two implementation solutions:

[0100] First, in the road section table, add a variable lane to each of the two variable direction road sections corresponding to the variable lane, that is, there is one variable lane corresponding to each of the two variable direction road sections of the variable lane. And in the lane table, set one of the two variable lanes to be prohibited from passing during different time periods to simulate the change of lane passing mode during different time periods. In the simulation modeling, in order to obtain a more realistic visualization effect, these two roads can be overlapped and placed to complete the addition of variable lanes.

[0101] Second, determine the road sections to which the variable lane belongs during each time period. According to the opening situation of the variable lane at different time periods, add or delete the quantity of the variable lane in the road section table, and add or delete the lane information of the variable lane in the lane table. That is, if the variable lane of this road section is open, add a variable lane, add the quantity of the variable lane in the road section table, and add the lane information of the variable lane in the lane table. If the variable lane of this road section is closed, delete the variable lane, delete the quantity of the variable lane in the road section table, and delete the lane information of the variable lane in the lane table. The addition of variable lanes is achieved by simultaneously adding and deleting lanes on two road sections.

[0102] Taking the addition of a left-turn bay as an example, the embodiments of the present application provide the following two implementation solutions:

[0103] First, the method of extending the left-turn lane. In the lane table, the lane information of the left-turn bay is stored in the lane information of the corresponding left-turn lane. First, obtain the lane information of the left-turn bay to get the center point position of the stop line of the bay and the length information of the bay. Then, write the center point information of the stop line into the lane information of the lane table. This information reflects the alignment information of the left-turn lane, that is, extend the left-turn lane into the intersection interior. Calculate the length information of the left-turn bay based on the center point information of the stop line, and use this length information as the stopping distance of the vehicle in this lane. Finally, complete the simulation implementation of the road network including the left-turn bay through single-step control. The simulation control process of the left-turn bay is as Figure 12 shown, including the following steps: S1201, start the simulation control; S1202, increment the simulation step count by 1; S1203, detect that a vehicle in the left-turn lane is about to enter the intersection; S1204, determine whether the adjacent straight-ahead is a red light. If so, execute step S1205; if not, execute step S1206; S1205, control the vehicle to wait at the stop line; S1206, control the vehicle to enter the left-turn bay inside the intersection to wait; S1207, when it is detected that the left-turn lane is green, control the vehicle to pass, and return to step S1202.

[0104] Second, the method of adding an internal intersection. In the lane table, modify the internal connection information by adding an internal intersection. First, obtain the length information of the left-turn bay and add it to the internal connection information in the lane table, that is, generate an internal intersection at this position. Then, modify the internal connection information in the lane table, write the generated internal intersection number into the internal connection information, and set a signal control scheme at this internal intersection to complete vehicle control. To set a new signal control scheme, it is necessary to parse the original signal control scheme file and modify it according to the left-turn release rule. The modification process is as Figure 13 shown, specifically including the following steps: S1301, obtain the lane connection information corresponding to the internal intersection; S1302, add a left-turn light control scheme inside the intersection; S1303, determine whether this scheme is a left-turn lane light control scheme. If so, execute step S1304; if not, execute step S1305; S1304, modify the left-turn light color according to the adjacent straight-ahead lane light color; S1305, keep the left-turn light color.

[0105] S209, generate an optimized simulation road network file based on the updated multiple information tables.

[0106] In the embodiments of the present application, according to the updated road segment table and lane table above, in combination with the intersection table and road segment connection table, in accordance with the storage formats of the node file (*.node.xml), edge file (*.edge.xml), and connection file (*.con.xml), the information in the above information tables is written into the corresponding fields of the above files, and the optimized simulation road network file (*.net.xml) is constructed through the SUMO command "NETCONVER".

[0107] Step S104 in the above embodiments, "Construct a vehicle path file optimized for traffic organization according to the traffic organization optimization plan, and use the optimized vehicle path file as the simulation requirement file", may specifically include the following steps S210 - S215.

[0108] S210, Obtain the historical driving paths of the vehicles.

[0109] In the embodiments of the present application, the historical driving path, that is, the actual driving path of the vehicle before the current time, includes each intersection passed by the vehicle and the order. Obtain the vehicle trajectory file, and multiple historical driving paths of the vehicle are recorded in this vehicle trajectory file, such as A - B - C - D - E.

[0110] S211, Determine the historical driving paths including the optimized intersections in the traffic organization optimization plan as the paths to be optimized.

[0111] In the embodiments of the present application, among the multiple historical driving paths obtained in step S210, select the paths to be optimized. Specifically, determine the historical driving paths including the optimized intersections among the multiple historical driving paths as the paths to be optimized. For example, if the optimized intersection is B, then determine the historical driving path A - B - C - D - E as the path to be optimized.

[0112] S212, According to the traffic organization optimization plan, determine the target optimized paths in the paths to be optimized.

[0113] In the embodiments of the present application, select some paths in the paths to be optimized as the target optimized paths. Specifically, according to the traffic organization optimization plan, determine the paths involved in the optimization in the paths to be optimized as the target optimized paths. For example, in the historical driving path A - B - C - D - E, in the A - B section, widened lanes are added, and in the C - D section, variable lanes are added, and other sections are not optimized, then determine the A - B section and the C - D section as the target optimized paths.

[0114] S213, Use the start and end intersections of the target optimized paths as the optimization source points and optimization target points.

[0115] In the embodiment of the present application, the intersection at the starting point in the target optimization path is determined as the optimization source point, and the intersection at the end point in the target optimization path is determined as the optimization target point, that is, based on the same starting and ending points as the target optimization path, the path between the starting and ending points is re-planned.

[0116] S214, obtain the optimal path between the optimization source point and the optimization target point.

[0117] In the embodiment of the present application, the optimal path between the optimization source point and the optimization target point is re-planned. The optimal path can be the optimal in terms of distance, or can be the optimal covering multiple road weight indicators.

[0118] In some embodiments, the process of obtaining the optimal path may specifically include the following steps: construct an intersection set according to the intersections within the set order adjacent to the optimization source point and the optimization target point, where the intersection set includes the intersections within the set order and the optimization target point; calculate the first road weight between each intersection in the intersection set and the optimization source point according to the preset road weight indicators, and take the intersection with the smallest first road weight as the current optimal intersection, and delete the current optimal intersection in the intersection set; the road weight indicators may specifically include but are not limited to the section length and at least one of the following indicators: average travel time ratio, average delay ratio, and average number of stops; calculate the second road weight between the optimization source point passing through the current optimal intersection and the adjacent intersection of the current optimal intersection in the intersection set according to the road weight indicators, and update the intersection with the smallest second road weight as the current optimal intersection, and delete the current optimal intersection in the intersection set; repeat the above steps of calculating the adjacent intersection of the current optimal intersection in the intersection set, the second road weight from the current optimal intersection to the intersection with the optimization source point, and updating the intersection with the smallest second road weight as the current optimal intersection and deleting the current optimal intersection in the intersection set until there are no intersections in the intersection set to obtain the candidate optimal path; based on the selection probability of the historical driving path between the optimization source point and the optimization target point, select one as the optimal path from the multiple candidate optimal paths corresponding to the multiple road weight indicators.

[0119] For example:

[0120] Assume that the optimization source point is intersection A and the optimization target point is intersection I. Obtain the intersections within 6 orders adjacent to intersection A and intersection I, such as Figure 14As shown. Add the intersections B - H within these adjacent 6 - order numbers and the optimization target point I to the intersection set N. Calculate the road weights between each intersection in the intersection set N and intersection A according to the preset road weight index. If two intersections cannot be directly connected, such as A - E, then record the road weight between these two intersections as an infinite value. Find the intersection B that is closest to intersection A (i.e., the first road weight is the smallest), then delete intersection B from the intersection set N and add intersection B to the intersection set M. Determine the intersections E and C adjacent to intersection B within the intersection set N, and calculate the second road weight between intersection A passing through intersection B to intersection E, and the second road weight between intersection A passing through intersection B to intersection C respectively. Find the intersection E that is closest to intersection B (i.e., the second road weight is the smallest), then delete intersection E from the intersection set N and add intersection E to the intersection set M. Determine the intersections D, F, and H adjacent to intersection E within the intersection set N, and calculate the second road weight between intersection A passing through intersections B, E to intersection D, the second road weight between intersection A passing through intersections B, E to intersection F, and the second road weight between intersection A passing through intersections B, E to intersection H respectively. Find the intersection D that is closest to intersection E (i.e., the second road weight is the smallest), then delete intersection D from the intersection set N and add intersection D to the intersection set M. Determine the intersections C and I adjacent to intersection D within the intersection set N, and calculate the second road weight between intersection A passing through intersections B, E, D to intersection C, and the second road weight between intersection A passing through intersections B, E, D to intersection I respectively. Find the intersection I that is closest to intersection D (i.e., the second road weight is the smallest), then delete intersection I from the intersection set N and add intersection I to the intersection set M. At this time, there is no optimization target point I in the intersection set N, stop the iteration, and obtain the candidate optimal path as A - B - E - D - I. Each road weight index corresponds to a candidate optimal path. Obtain the historical driving path of the vehicle between A and I, which reflects the historical choices of travelers. The candidate optimal paths obtained under different road weight indexes are different. Therefore, select among multiple candidate optimal paths according to the selection probability in the historical driving path to obtain the re - planned optimal path between the optimization source point and the optimization target point.

[0121] S215. Replace the target optimization path in the path to be optimized with the optimal path to generate a vehicle path file after traffic organization optimization.

[0122] In the embodiment of the present application, replace the target optimization path in the path to be optimized with the optimal path obtained in step S214 to obtain a vehicle path after traffic organization optimization and generate a vehicle path file after traffic organization optimization.

[0123] S216. Construct a traffic simulation model according to the optimized simulation road network file and the simulation requirement file.

[0124] In the embodiment of the present application, step S216 is the same as step S105 in the above embodiment, and will not be described in detail here.

[0125] Step S106 in the above embodiment, "Determine the evaluation grade corresponding to the optimization effect of the traffic organization optimization plan according to the simulation operation result of the traffic simulation model", may specifically include the following steps:

[0126] S217. Take the optimized intersections in the traffic organization optimization plan and the intersections upstream and downstream of the optimized intersections as the road network evaluation scope.

[0127] In the embodiment of the present application, select the optimized intersections and the adjacent intersections upstream and downstream of them as the road network evaluation scope, and the traffic characteristics within the road network scope can be effectively judged through the traffic state indicators of each road section.

[0128] S218. Determine the traffic state indicators of vehicles passing through each road section within the road network evaluation scope in the simulation operation result as the evaluation indicators.

[0129] In the embodiment of the present application, determine the traffic state indicators of vehicles passing through each road section within the road network evaluation scope determined in step S217 in the simulation operation result of the traffic simulation model as the evaluation indicators.

[0130] The discrimination results of different evaluation indicators for the road network state are different. It is difficult to accurately judge the optimized traffic state only through a single indicator, which is likely to cause inconsistent results and misjudgment. Therefore, the embodiment of the present application selects multiple evaluation indicators and conducts comprehensive research and analysis from different perspectives to achieve a comprehensive evaluation of the optimization effect of the traffic organization optimization plan.

[0131] Among them, the traffic state indicators may specifically include at least one of the following indicators: average travel time ratio, average delay ratio, average queue length ratio, average stop times, and average number of waiting vehicles when the green light starts to turn on, etc.

[0132] The average travel time ratio refers to the average value of the ratio between the actual travel time of vehicles passing through each road section and the travel time under free flow conditions within a specified time period. Its expression is:

[0133]

[0134] Among them, TRV is the average travel time ratio, is the time when vehicle j leaves the road section, is the time when vehicle j enters the road section, t i$T_{ij}$ is the travel time for vehicle $j$ to pass through section $i$ under free flow conditions, $n$ is the number of sections in the road network evaluation scope, and $m$ is the number of vehicles passing through section $i$.

[0135] The average delay ratio refers to the average value of the ratio between the delay time and the actual travel time for vehicles passing through each section within a specified time period. The delay time is the difference between the actual travel time of the vehicle and the travel time under free flow conditions. Its expression is:

[0136]

[0137] where $DEL$ is the average delay ratio, and the definitions of other parameters are the same as the relevant descriptions in the average travel time ratio.

[0138] The average queue length ratio refers to the average value of the ratio between the vehicle queue length and the section length on each section within a specified time period. Its expression is:

[0139]

[0140] where $QUE$ is the average queue length ratio, $L$ que is the queue length on the section, $L$ road is the length of the section, $n$ is the number of sections in the road network evaluation scope, and $k$ is the simulation time step.

[0141] The average number of stops refers to the average value of the number of stops for vehicles passing through each section within a specified time. Its expression is:

[0142]

[0143] where $STP$ is the average number of stops, $N$ stop is the number of stops of the vehicle, $n$ is the number of sections in the road network evaluation scope, and $m$ is the number of vehicles passing through section $i$.

[0144] The average number of waiting vehicles when the green light starts refers to the average value of the number of vehicles waiting on the section at the moment when the red light turns to the green light within a specified cycle interval. Its expression is:

[0145]

[0146] where $VEH$ is the average number of waiting vehicles when the green light starts, $N$ veh is the number of vehicles passing through in one cycle, $n$ is the number of sections in the road network evaluation scope, and $g$ is the total number of cycles included in section $i$.

[0147] S219, determine the weights of the evaluation indicators.

[0148] In the embodiments of the present application, weights corresponding to each evaluation index are determined. For example, the analytic hierarchy process can be used to determine the weights of each evaluation index, and the specific process is as follows:

[0149] Before determining the weights, it is necessary to determine the judgment matrix scale of each influencing factor (i.e., evaluation index) as the scoring standard for the importance degree of each influencing factor. Taking factor x and factor y as examples, the judgment matrix scale and definition are shown in Table 1.

[0150] Table 1 Judgment Matrix Scale and Definition of Evaluation Index Importance

[0151] Serial number Scale Standard (importance level) 1 1 Compared with x and y, they have the same importance 2 3 Compared with x and y, x and y are slightly more important 3 5 Compared with x and y, x and y are relatively more important 4 7 Compared with x and y, x and y are very important 5 9 Compared with x and y, x and y are absolutely important 6 2、4、6、8 Compared with x and y, the importance level is between two adjacent levels

[0152] The Delphi method (i.e., the expert scoring method) is used to score the importance degree among multiple evaluation indexes to obtain the orthogonal judgment matrix M for evaluating the traffic organization optimization effect, as shown in the following formula:

[0153]

[0154] Among them, A xy is the scale corresponding to the importance degree of comparing factor x and factor y.

[0155] Perform a consistency check on the orthogonal judgment matrix M. If there are logical errors, it is necessary to readjust the importance degree among the factors. If the check passes, further calculate the eigenvalues and eigenvectors of the orthogonal judgment matrix M, and perform data standardization processing on the eigenvectors to obtain the weight matrix W = [w1, w2, w3, w4, w5] of each factor, where w i is the weight of each factor.

[0156] S220. Determine the evaluation level according to the evaluation index and the weight of the evaluation index.

[0157] In the embodiments of the present application, a fuzzy membership function matrix can be constructed according to the evaluation index, and the evaluation level can be determined according to the weight of the evaluation index and the fuzzy membership function matrix.

[0158] Specifically, construct a fuzzy evaluation set U = {U1, U2, U3, U4, U5}, where the element U in the set U i is the evaluation index. Divide the optimization effect of traffic organization optimization into 5 levels F = {F1, F2, F3, F4, F5}, where the element F in the set F i is the level of the optimization result, which is used to represent the quality of the optimization result. Construct a fuzzy membership function matrix R as shown in the following formula:

[0159]

[0160] Among them, μ ijThe membership degree of the optimization effect corresponding to evaluation index i at level j.

[0161] Calculate the evaluation result matrix O of the traffic organization optimization effect as follows:

[0162]

[0163] Among them, o1 - o5 are different evaluation levels corresponding to the fuzzy evaluation results. According to the principle of the largest membership degree, the evaluation level corresponding to max[o1, o2, o3, o4, o5] is used as the evaluation level of the optimization effect of this traffic organization optimization plan.

[0164] In summary, for the traffic organization optimization method of the embodiments of the present application, according to the pre-designed traffic organization optimization plan, an optimized simulation road network file and a simulation demand file required for simulation are generated, and a traffic simulation model is constructed based on the optimized simulation road network file and the simulation demand file. Through the simulation operation in the simulation environment, the spatio-temporal characteristics of the traffic flow after the implementation of the traffic organization optimization plan can be reproduced. The optimization effects of each traffic organization optimization plan are evaluated according to the simulation results, so as to determine the traffic organization optimization plan with the best optimization effect. Since the traffic simulation method is adopted, the level of the optimization effect of each traffic organization optimization plan can be evaluated without actual implementation, saving a large amount of manpower and material resources while ensuring the optimization effect. By constructing a simulation road network file including multiple elements such as motor vehicle lanes, non-motor vehicle lanes, pedestrian lanes, widened lanes, variable lanes, and left-turn waiting areas, the simulation road network is more in line with the real traffic scenario. By performing a rationality check on the parameters of the traffic organization optimization plan, the rationality of the road network structure after traffic organization optimization can be ensured. Taking the optimized intersections in the traffic organization optimization plan and the intersections adjacent to the upstream and downstream of the optimized intersections as the simulation scope to ensure the complete topology of the road network structure of the traffic simulation model. Based on the actual historical driving paths of vehicles for path reconstruction, considering the vehicle path changes in the optimized road network, the traffic environment of the traffic organization optimization plan can be better reproduced. Using multiple road weight indicators to obtain the optimal path between the optimization source point and the optimization target point makes the optimized path not only the best in terms of distance, but the best under the comprehensive consideration of multiple indicators, with better optimization effects. The optimization effect is comprehensively evaluated based on multiple traffic state indicators rather than a single indicator, making the evaluation result more accurate.

[0165] To clearly illustrate the traffic organization optimization method of the embodiments of the present application, the following combines Figure 15 to describe in detail the overall process of the traffic organization optimization method of the embodiments of the present application. As Figure 15As shown, obtain road network data, construct a simulation road network file, optimize the simulation road network file based on the traffic organization optimization plan, generate an optimized node file (*.node.xml), an optimized edge file (*.edge.xml), and an optimized connection file (*.con.xml), automatically construct an optimized simulation road network file (*.net.xml) through commands, generate an optimized vehicle route file (*.rou.xml) through route reconstruction based on the historical driving routes of vehicles, load the optimized vehicle route file (*.rou.xml) as a simulation demand file into the optimized simulation road network file (*.net.xml) to generate a traffic simulation model, and determine the evaluation level corresponding to the optimization effect of the traffic organization optimization plan based on the simulation operation results output by the traffic simulation model.

[0166] An embodiment of the present application also provides an electronic device. As Figure 16 shown, the electronic device 1600 may vary greatly due to configuration or performance differences, and may include one or more processors 1601 and a memory 1602. One or more application programs or data may be stored in the memory 1602. Among them, the memory 1602 may be short-term storage or persistent storage. The application programs stored in the memory 1602 may include one or more modules (not shown in the figure), and each module may include a series of computer-executable instructions in the electronic device 1600. Further, the processor 1601 may be configured to communicate with the memory 1602 and execute a series of computer-executable instructions in the memory 1602 on the electronic device 1600. The electronic device 1600 may also include one or more power supplies 1603, one or more wired or wireless network interfaces 1604, one or more input / output interfaces 1605, and one or more keyboards 1606.

[0167] Specifically in this embodiment, the electronic device includes a memory and one or more programs. One or more of the programs are stored in the memory, and one or more of the programs may include one or more modules. Each module may include a series of computer-executable instructions in the electronic device and is configured to be executed by one or more processors. The one or more programs include the following computer-executable instructions:

[0168] Obtain road network data;

[0169] Construct a simulation road network file according to the road network data;

[0170] Optimize the simulation road network file according to a pre-designed traffic organization optimization plan to obtain an optimized simulation road network file. The traffic organization optimization plan includes at least one of the following traffic organization optimization functions: lane width modification, lane turning type modification, lane addition or deletion, lane prohibition and restriction form definition, widened lane addition, variable lane addition, and left-turn waiting area addition;

[0171] Construct a vehicle path file after traffic organization optimization according to the traffic organization optimization plan, and use the optimized vehicle path file as the simulation requirement file;

[0172] Construct a traffic simulation model according to the optimized simulation road network file and the simulation requirement file;

[0173] Determine the evaluation grade corresponding to the optimization effect of the traffic organization optimization plan according to the simulation operation result of the traffic simulation model.

[0174] When the electronic device in the embodiment of the present application performs traffic organization optimization, first construct a simulation road network file according to the road network data, then optimize the simulation road network file according to a pre-designed traffic organization optimization plan to obtain an optimized simulation road network file, and construct an optimized vehicle path file and use it as the simulation requirement file. Construct a traffic simulation model according to the optimized simulation road network file and the simulation requirement file, and determine the evaluation grade corresponding to the optimization effect of the traffic organization optimization plan according to the simulation operation result of the traffic simulation model. In the embodiment of the present application, according to a pre-designed traffic organization optimization plan, generate an optimized simulation road network file and a simulation requirement file required for simulation, and construct a traffic simulation model according to the optimized simulation road network file and the simulation requirement file. Through the simulation operation in the simulation environment, the spatio-temporal characteristics of the traffic flow after the implementation of the traffic organization optimization plan can be reproduced, and the optimization effects of each traffic organization optimization plan can be evaluated according to the simulation results, so as to determine the traffic organization optimization plan with the best optimization effect. Since the traffic simulation method is adopted, the evaluation grades of the optimization effects of each traffic organization optimization plan can be evaluated without actual implementation, saving a large amount of manpower and material resources while ensuring the optimization effect.

[0175] It should also be noted that the term "including", "comprising" or any other variant thereof is intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements not only includes those elements, but also includes other elements not expressly listed, or also includes elements inherent to such process, method, commodity or device. Without further limitation, an element defined by the statement "including a..." does not exclude the existence of another identical element in the process, method, commodity or device including the element.

[0176] The present application may be described in the general context of computer-executable instructions executed by a computer, such as program modules. Generally, program modules include routines, programs, objects, components, data structures, etc. that perform particular tasks or implement particular abstract data types. The present application may also be practiced in a distributed computing environment where tasks are performed by remote processing devices connected through a communication network. In a distributed computing environment, program modules may be located in both local and remote computer storage media including storage devices.

[0177] Each embodiment in this specification is described in a progressive manner, and for the same or similar parts among the embodiments, reference may be made to each other. Each embodiment focuses on the differences from other embodiments. In particular, for system embodiments, since they are basically similar to method embodiments, the description is relatively simple, and for the relevant parts, reference may be made to the partial description of the method embodiments.

[0178] The above are only embodiments of the present application and are not intended to limit the present application. For those skilled in the art, various modifications and changes can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included within the scope of the claims of the present application.

Claims

1. A traffic organization optimization method, characterized in that, Including: Obtain road network data; Construct a simulation road network file according to the road network data; Optimize the simulation road network file according to a pre-designed traffic organization optimization plan to obtain an optimized simulation road network file. The traffic organization optimization plan includes at least one of the following traffic organization optimization functions: lane width modification, lane turning type modification, lane addition or subtraction, lane prohibition and restriction form definition, widened lane addition, variable lane addition, and left-turn waiting area addition; Construct a vehicle path file after traffic organization optimization according to the traffic organization optimization plan, and use the optimized vehicle path file as a simulation requirement file; Construct a traffic simulation model according to the optimized simulation road network file and the simulation requirement file; Determine the evaluation level corresponding to the optimization effect of the traffic organization optimization plan according to the simulation operation result of the traffic simulation model.

2. The method according to claim 1, characterized in that, The constructing a vehicle path file after traffic organization optimization according to the traffic organization optimization plan includes: Obtain the historical driving path of the vehicle; Determine the historical driving path including the optimized intersections in the traffic organization optimization plan as the path to be optimized; Determine the target optimized path in the path to be optimized according to the traffic organization optimization plan; Use the start and end intersections of the target optimized path as the optimized source point and the optimized target point; Obtain the optimal path between the optimized source point and the optimized target point; Replace the target optimized path in the path to be optimized with the optimal path to generate the vehicle path file after traffic organization optimization.

3. The method according to claim 2, wherein The obtaining the optimal path between the optimized source point and the optimized target point includes: Construct an intersection set according to the intersections within a set order adjacent to the optimized source point and the optimized target point. The intersection set includes the intersections within the set order and the optimized target point; Calculate the first road weight between each intersection in the intersection set and the optimized source point according to a preset road weight index, and use the intersection with the smallest first road weight as the current optimal intersection, and delete the current optimal intersection from the intersection set; the road weight index includes the road section length and at least one of the following indexes: average travel time ratio, average delay ratio, and average stop times; Calculate the second road weight between the optimized source point through the current optimal intersection and the adjacent intersection of the current optimal intersection in the intersection set according to the road weight index, and update the intersection with the smallest second road weight as the current optimal intersection, and delete the current optimal intersection from the intersection set; Repeat the step of calculating the second road weight between the adjacent intersection of the current optimal intersection in the intersection set through the current optimal intersection and the optimized source point, and update the intersection with the smallest second road weight as the current optimal intersection, and delete the current optimal intersection from the intersection set until the optimized target point does not exist in the intersection set to obtain a candidate optimal path; Based on the selection probability of the historical driving path between the optimized source point and the optimized target point, select one from multiple candidate optimal paths corresponding to multiple road weight indicators as the optimal path.

4. The method according to claim 1, characterized in that, Determining the evaluation level corresponding to the optimization effect of the traffic organization optimization plan according to the simulation operation results of the traffic simulation model, including: Taking the optimized intersections in the traffic organization optimization plan and the intersections upstream and downstream of the optimized intersections as the road network evaluation scope; Determining the traffic state indicators of vehicles passing through each section within the road network evaluation scope in the simulation operation results as evaluation indicators; Using the analytic hierarchy process to determine the weights of the evaluation indicators; Constructing a fuzzy membership function matrix according to the evaluation indicators; Determining the evaluation level according to the weights of the evaluation indicators and the fuzzy membership function matrix, wherein the traffic state indicators include at least one of the following indicators: Average travel time ratio, average delay ratio, average queue length ratio, average number of stops, and average number of waiting vehicles when the green light starts.

5. The method according to claim 1, characterized in that, Constructing a simulation road network file according to the road network data, including: Storing the road network data as multiple information tables, and the multiple information tables include an intersection table, a section table, a lane table, and a section connection table; Modifying the section table and the lane table according to the information of non-motor vehicle lanes and pedestrian lanes; Constructing the simulation road network file based on the modified multiple information tables.

6. The method according to claim 5, wherein Modifying the section table and the lane table according to the information of non-motor vehicle lanes and pedestrian lanes, including: Adding the quantities of the non-motor vehicle lanes and pedestrian lanes to the section table and modifying the total number of lanes in the corresponding sections in the section table; Obtaining the lane information of the motor vehicle lanes in the corresponding sections, modifying the vehicle allowed and / or prohibited types in the lane information, and adding the modified lane information as the lane information of the non-motor vehicle lanes and pedestrian lanes to the lane table.

7. The method according to claim 1, characterized in that, Before optimizing the simulation road network file according to the pre-designed traffic organization optimization plan, it further includes: Based on the road network data, performing a rationality check on the parameters of the traffic organization optimization plan.

8. The method according to claim 5, characterized in that Optimizing the simulation road network file according to the pre-designed traffic organization optimization plan to obtain an optimized simulation road network file, including: Taking the optimized intersections in the traffic organization optimization plan and the adjacent intersections upstream and downstream of the optimized intersections as the simulation scope; Obtaining the modified multiple information tables within the simulation scope; Updating the modified multiple information tables within the simulation scope according to the traffic organization optimization plan; Generating the optimized simulation road network file according to the updated multiple information tables.

9. The method according to claim 8, wherein Updating the modified multiple information tables within the simulation scope according to the traffic organization optimization plan, including: Splitting the traffic organization optimization plan into multiple traffic organization optimization functions; Updating the section table and the lane table in the modified multiple information tables according to the traffic organization optimization functions.

10. The method according to claim 9, wherein The traffic organization optimization function includes adding variable lanes. According to the traffic organization optimization function, updating the road segment table and lane table in the modified multiple information tables includes: In the road segment table, add a variable lane to each of the two variable direction road segments corresponding to the variable lane, and in the lane table, set one of the two variable lanes to be prohibited from passing during different time periods; or, According to the opening situation of the variable lane at different time periods, in the road segment table, increase or decrease the number of variable lanes, and in the lane table, increase or decrease the lane information of the variable lane.

11. The method according to claim 9, characterized in that, The traffic organization optimization function includes adding a left-turn waiting area. According to the traffic organization optimization function, updating the road segment table and lane table in the modified multiple information tables includes: In the lane table, store the lane information of the left-turn waiting area in the lane information of the corresponding left-turn lane; or, In the lane table, modify the internal connection information by adding an internal intersection.

12. An electronic device, characterized in that, It includes a processor, a memory, and a program or instruction stored on the memory and executable on the processor. When the program or instruction is executed by the processor, it implements the steps of the method according to any one of claims 1-11.

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