Traffic path recommendation method and device, electronic equipment and storage medium

Abstract

The invention provides a route recommendation method and device based on traffic trip, electronic equipment and a storage medium, and relates to the technical field of urban traffic planning, and the method comprises the steps: determining a first number of alternative traffic routes in road network topological data according to a trip starting position and a trip terminal position; extracting traffic flow information matched with the first number of alternative traffic paths from the real-time traffic demand data; according to the real-time traffic flow information, carrying out traffic cost measurement and calculation on each alternative traffic path to obtain target cost measurement and calculation data corresponding to each alternative traffic path; and screening the first number of alternative traffic paths based on the target cost measurement data to obtain a target recommended path. According to the method, the optimal traffic travel path is screened based on the real-time traffic demand data, the defect that a traditional static distribution model cannot reflect the condition of road congestion is overcome, and the traffic travel path recommendation effect is improved.

Description

Technical Field

[0001] The embodiments of the present application relate to the technical field of urban traffic planning, and particularly to a method and device for path recommendation for traffic trips, an electronic device, and a storage medium. Background Art

[0002] Currently, with the acceleration of the urbanization process and the diversification of residents' travel demands (such as mixed transfers of travel modes such as public transportation, private cars, and motorcycles), the traffic flow of residents has also increased. Due to the unreasonable arrangement of traffic flow, traffic jams occur in residents' travel.

[0003] In the related art, a static allocation model is adopted. During the actual travel process of residents, the travel path will be continuously adjusted according to the real-time road conditions. However, the static allocation model cannot reflect the road congestion situation, resulting in poor path recommendation effects for traffic trips. Therefore, how to improve the path recommendation effect of traffic trips has become an urgent problem to be solved. Summary of the Invention

[0004] The present application aims to at least solve one of the technical problems existing in the prior art. For this purpose, the present application provides a method and device for path recommendation based on traffic trips, an electronic device, and a storage medium, which improve the path recommendation effect of traffic trips.

[0005] To achieve the above object, a first aspect of the embodiments of the present application proposes a method for path recommendation for traffic trips, the method including: Obtain road network topology data, a travel start position, a travel end position, and real-time traffic demand data; Determine a first number of alternative traffic paths in the road network topology data according to the travel start position and the travel end position; Extract traffic flow information matching the first number of alternative traffic paths from the traffic demand data; Perform traffic cost calculation on each alternative traffic path according to the real-time traffic flow information to obtain target cost calculation data corresponding to each alternative traffic path; Screen the first number of alternative traffic paths based on the target cost calculation data to obtain a target recommended path.

[0006] In some embodiments, the performing traffic cost calculation on each alternative traffic path according to the real-time traffic flow information to obtain target cost calculation data corresponding to each alternative traffic path includes: Perform preliminary cost calculation on each alternative traffic path to obtain preliminary cost data of each alternative traffic path; Based on the preliminary cost data of each of the alternative traffic paths, determine the preliminary section traffic flow of each of the alternative traffic paths, and based on the preliminary section traffic flow of each of the alternative traffic paths, perform an advanced cost calculation for each of the alternative traffic paths to obtain the target cost calculation data corresponding to each of the alternative traffic paths.

[0007] In some embodiments, the alternative traffic paths include multiple passing sections, and the performing a preliminary cost calculation for each of the alternative traffic paths to obtain the preliminary cost data of each of the alternative traffic paths includes: For each of the alternative traffic paths, obtain the section passing cost corresponding to each of the passing sections and the section transfer cost between each of the passing sections; Obtain the congestion status weight of each of the alternative traffic paths; wherein, the congestion status weight is used to characterize the past congestion status of the alternative traffic path; For each of the alternative traffic paths, perform a path cost calculation according to the corresponding section passing cost, the section transfer cost, and the past congestion status to obtain the corresponding preliminary cost data.

[0008] In some embodiments, the performing an advanced cost calculation for each of the alternative traffic paths based on the preliminary section traffic flow of each of the alternative traffic paths to obtain the target cost calculation data corresponding to each of the alternative traffic paths includes: Based on the preliminary section traffic flow of each of the alternative traffic paths, perform an advanced cost calculation for each of the alternative traffic paths to obtain the intermediate cost calculation data corresponding to each of the alternative traffic paths; Based on the intermediate cost calculation data corresponding to each of the alternative traffic paths, determine the minimum cost path from the first number of alternative traffic paths; Perform a full traffic flow allocation for the minimum cost path according to the traffic flow information to obtain the branch traffic flow of each of the alternative traffic paths; Based on the branch traffic flow of each of the alternative traffic paths, determine the section traffic flow on each passing section in the minimum cost path; Perform a vehicle flow conversion according to the section traffic flow on each passing section to obtain the vehicle flow data on each passing section; Perform a congestion degree calculation according to the vehicle flow data on each passing section to obtain the vehicle congestion speed on each passing section; According to the vehicle congestion speed, update the calculation data of the intermediate cost calculation data corresponding to each of the alternative traffic paths to obtain the updated intermediate cost calculation data; wherein, the updated intermediate cost calculation data includes the additional congestion cost caused by vehicle congestion. If the section traffic flow on each of the traffic sections in the road network topology data meets a preset traffic flow stability condition, determine the corresponding intermediate cost measurement data as the target cost measurement data.

[0009] In some embodiments, before the step of determining the corresponding intermediate cost measurement data as the target cost measurement data when the section traffic flow on each of the traffic sections in the road network topology data meets a preset traffic flow stability condition, the method further includes: If the updated intermediate cost measurement data does not belong to the minimum cost measurement data, perform traffic flow transfer calculation on the section traffic flow on each of the traffic sections to obtain traffic flow transfer data on each of the traffic sections; Based on the traffic flow transfer data, perform vehicle flow transfer calculation on the vehicle flow data on each of the traffic sections to obtain vehicle flow transfer data on each of the traffic sections; Calculate a traffic flow transfer coefficient based on a preset cost objective function to obtain the traffic flow transfer coefficient; Based on the vehicle flow transfer data on each of the traffic sections and the corresponding traffic flow transfer coefficient, update the section traffic flow on each of the traffic sections to obtain the updated section traffic flow; Update the vehicle flow data on each of the traffic sections to obtain the updated vehicle flow data; If the updated vehicle flow data does not meet a predetermined vehicle flow convergence condition, based on the updated section traffic flow, return to perform vehicle flow conversion according to the section traffic flow on each of the traffic sections until the updated vehicle flow data meets the vehicle flow convergence condition, and re-determine the branch traffic flow of each of the alternative traffic paths; Based on the branch traffic flow re-determined for each of the alternative traffic paths, perform traffic flow stability evaluation on the section traffic flow on each traffic section in the road network topology data.

[0010] In some embodiments, the step of performing traffic flow stability evaluation on the section traffic flow on each traffic section in the road network topology data based on the branch traffic flow re-determined for each of the alternative traffic paths includes: Based on the branch traffic flow of each of the alternative traffic paths, determine the traffic flow change rate and traffic flow change speed of each traffic section in the road network topology data; If the traffic flow change rate of each of the traffic passage sections satisfies a preset traffic flow change rate stability condition, and the traffic flow change speed satisfies a preset traffic flow change speed stability condition, it is determined that the traffic flow of each traffic passage section on the road network topology data satisfies the traffic flow stability condition.

[0011] In some embodiments, after determining the traffic flow change rate and traffic flow change speed of each traffic passage section in the road network topology data based on the branch traffic flows of the alternative traffic paths, the method further includes: If the traffic flow change rate of each traffic passage section does not satisfy the traffic flow change rate stability condition, or the traffic flow change speed does not satisfy the traffic flow change speed stability condition, based on the updated vehicle congestion speed and the updated traffic flow of each traffic passage section, return to perform traffic cost calculation for each alternative traffic path according to the real-time traffic flow information until the traffic flow change rate of each traffic passage section satisfies the preset traffic flow change rate stability condition, and the traffic flow change speed satisfies the preset traffic flow change speed stability condition, then it is determined that the traffic flow of each traffic passage section on the road network topology data satisfies the traffic flow stability condition.

[0012] In a second aspect, an embodiment of the present application provides a traffic travel path recommendation device, including: A traffic travel data acquisition module, configured to acquire road network topology data, a travel start position, a travel end position, and real-time traffic demand data; A traffic path acquisition module, configured to determine a first number of alternative traffic paths in the road network topology data according to the travel start position and the travel end position; A traffic flow information extraction module, configured to extract traffic flow information matching the first number of alternative traffic paths from the traffic demand data; A traffic cost calculation module, configured to perform traffic cost calculation on each alternative traffic path according to the real-time traffic flow information, and obtain target cost calculation data corresponding to each alternative traffic path; A path screening module, configured to screen the first number of alternative traffic paths based on the target cost calculation data to obtain a target recommended path.

[0013] In a third aspect, an embodiment of the present application provides an electronic device, including: a memory and a processor, where the memory stores a computer program, and when the processor executes the computer program, it implements the traffic travel path recommendation method according to any one of the first aspect embodiments of the present application Fourthly, an embodiment of the present application provides a computer-readable storage medium storing a program, which when executed by a processor, implements the traffic path recommendation method as described in any one of the embodiments of the first aspect of the present application.

[0014] For the traffic path recommendation method proposed in the present application, firstly, by obtaining the road network topology data, travel start position, travel end position, and real-time traffic demand data of the target city, it provides comprehensive and real-time basic information for traffic flow distribution, and further determines multiple alternative traffic paths in the road network topology data based on the travel start and end positions, providing rich path options for subsequent path recommendation; secondly, extracting traffic flow information matching the alternative traffic paths from the traffic demand data can effectively obtain the real-time traffic flow information corresponding to each alternative traffic path, dynamically reflecting the actual traffic conditions on each alternative path, and calculating the traffic cost for each alternative traffic path based on the traffic flow information, enabling traffic cost calculation based on actual traffic flow data and avoiding cost calculation deviation caused by inaccurate traffic flow information; finally, screening the first number of alternative traffic paths based on the cost calculation data can select the optimal traffic travel path based on real-time traffic flow data, avoid excessive traffic flow concentrating on a few roads, overcome the lag defect of the traditional static distribution model in traffic flow distribution, and significantly improve the traffic path recommendation effect.

[0015] Other features and advantages of the present application will be described in the subsequent specification, and some will become obvious from the specification, or be understood by implementing the present application. The objectives and other advantages of the present application can be achieved and obtained through the structures specifically pointed out in the specification, claims, and drawings. Description of the Drawings

[0016] Figure 1 is a flowchart of the traffic path recommendation method provided by an embodiment of the present application; Figure 2 is a flowchart of the traffic path recommendation method provided by another embodiment of the present application; Figure 3 is a flowchart of the traffic path recommendation method provided by another embodiment of the present application; Figure 4 is a flowchart of the traffic path recommendation method provided by another embodiment of the present application; Figure 5 is a flowchart of the traffic path recommendation method provided by another embodiment of the present application; Figure 6 is a flowchart of the traffic path recommendation method provided by another embodiment of the present application; Figure 7 It is a schematic diagram of a path recommendation device for transportation provided by an embodiment of the present application; Figure 8 It is a schematic hardware structure diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0017] In order to make the objectives, technical solutions and advantages of the present application clearer and more understandable, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application, and are not used to limit the present application.

[0018] It should be noted that although functional module division is performed in the device schematic diagram and the logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in a different module division in the device or a different order in the flowchart. Terms such as "first", "second", etc. in the specification, claims and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily need to describe a specific order or sequence.

[0019] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which the present application belongs. The terms used herein are only for the purpose of describing the embodiments of the present application, and are not intended to limit the present application.

[0020] The present application can be used in many general or special computer system environments or configurations. For example: personal computers, server computers, handheld devices or portable devices, tablet devices, multi-processor systems, microprocessor-based systems, set-top boxes, programmable consumer electronic devices, network PCs, minicomputers, mainframe computers, distributed computing environments including any of the above systems or devices, and so on. The present application can 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 specific tasks or implement specific abstract data types. The present application can 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 can be located in local and remote computer storage media including storage devices.

[0021] Currently, with the acceleration of the urbanization process and the diversification of residents' travel demands (such as mixed transfers of travel modes such as public transportation, private cars, and motorcycles), the traffic flow of residents has also increased. Due to the unreasonable arrangement of traffic flow, traffic jams occur in residents' travel.

[0022] The related technology realizes the prediction of urban traffic flow through the four-stage method and the discrete choice model. Specifically, it estimates the travel volume of urban traffic based on macro data such as population distribution and land use. Subsequently, it constructs a traffic travel matrix using the gravity model or the growth coefficient method, and then calculates the probability of residents choosing different transportation modes using the Logit discrete choice model to allocate the travel volume of urban traffic according to different transportation modes. Finally, it realizes the traffic flow allocation through the system optimal allocation algorithm.

[0023] However, the related technology adopts a static allocation model. During the actual travel process of residents, they will continuously adjust their travel routes according to the real-time road conditions, while the static allocation model cannot reflect the road congestion situation in real time, resulting in a poor path recommendation effect for urban traffic travel. Therefore, how to improve the path recommendation effect of traffic travel has become an urgent problem to be solved.

[0024] Based on this, the embodiments of the present application provide a path recommendation method and device, an electronic device, and a storage medium for traffic travel, which improve the path recommendation effect of urban traffic travel by considering the influence of the real-time traffic flow of traffic travel paths.

[0025] The path recommendation method and device, electronic device, and storage medium for traffic travel provided by the embodiments of the present application are specifically described through the following embodiments. First, the path recommendation method for traffic travel in the embodiments of the present application is described.

[0026] Figure 1 is an optional flowchart of the path recommendation method for traffic travel provided by the embodiments of the present application. Figure 1 The method in may include but is not limited to steps S101 to S105.

[0027] Step S101, obtain road network topology data, travel start position, travel end position, and real-time traffic demand data.

[0028] Step S102, determine the first number of alternative traffic paths in the road network topology data according to the travel start position and the travel end position.

[0029] Step S103, extract traffic flow information matching the first number of alternative traffic paths from the traffic demand data.

[0030] Step S104, calculate the traffic cost for each alternative traffic path according to the real-time traffic flow information to obtain the target cost measurement data corresponding to each alternative traffic path.

[0031] Step S105, screen the first number of alternative traffic paths based on the target cost measurement data to obtain the target recommended path.

[0032] Steps S101 to S105 shown in the embodiments of the present application, first, by obtaining the road network topology data, travel start location, travel end location, and real-time traffic demand data of the target city, it provides comprehensive and real-time basic information for traffic flow allocation, and further determines multiple alternative traffic paths based on the travel start and end locations in the road network topology data, providing rich path choices for subsequent path recommendations; secondly, extracting traffic flow information matching the alternative traffic paths from the traffic demand data can effectively obtain the real-time traffic flow information corresponding to each alternative traffic path, dynamically reflecting the actual traffic conditions on each alternative path, and calculating the traffic cost for each alternative traffic path based on the traffic flow information, enabling traffic cost calculation based on actual traffic flow data and avoiding cost calculation deviations caused by inaccurate traffic flow information; finally, screening the first number of alternative traffic paths based on the cost calculation data can select the optimal traffic travel path based on real-time traffic flow data, avoid excessive traffic flow concentrating on a few roads, overcome the lag defect of the traditional static allocation model in traffic flow allocation, and significantly improve the path recommendation effect of traffic travel.

[0033] In step S101 of some embodiments, specifically, the road network topology data refers to the structured data of the road network in the city, including but not limited to various urban roads, the connection relationships of roads, road categories, road intersections, etc.

[0034] Specifically, the travel start location and travel end location refer to the start and end locations where the user group plans to travel, usually represented in the form of geographical coordinates.

[0035] Specifically, the real-time traffic demand data refers to the real-time urban traffic demand situation, used to reflect the traffic flow situation of the user group traveling on each road at the current moment, including but not limited to data such as the number of user groups, vehicle numbers, and vehicle speeds that need to travel on each section during the current period.

[0036] In this embodiment, by obtaining the road network topology data, travel start location, travel end location, and real-time traffic demand data, it is possible to realize static road network structure data and dynamic urban traffic state data, providing comprehensive data support for subsequent path recommendations.

[0037] In step S102 of some embodiments, specifically, the alternative traffic paths refer to the set of paths that meet the road passage conditions between the travel start and end points, and the alternative traffic paths include traffic paths of private car travel mode categories, motorcycle travel mode categories, and public transportation travel mode categories.

[0038] Specifically, the traffic transfer rules for different travel mode categories can be represented by the following table:

[0039] Specifically, the paths for determining the private car travel mode category based on the above traffic transfer rules include traffic paths using the private car travel mode and traffic paths using the transfer between private car and public transport modes; the paths for the motorcycle travel mode category include traffic paths using the motorcycle travel mode and traffic paths using the transfer between motorcycle and public transport modes; the paths for the travel mode category include paths using the transfer between public transport and slow traffic travel modes, paths using the taxi travel mode, and paths using the transfer between taxi and public transport modes.

[0040] Specifically, the first number can be determined based on the actual travel demand and is not limited here.

[0041] For example, when a user travels from Area A of the residential community to Area B of the commercial district, 5 paths can be selected from the traffic paths of each travel mode category as alternative paths. That is, the first number of alternative traffic paths is 15 alternative traffic paths.

[0042] In this embodiment, according to the travel starting position and the travel ending position, determining the first number of alternative traffic paths in the road network topology data can provide traffic path selection including different mode categories for subsequent path recommendation, effectively avoiding the passive situation caused by a single traffic path in case of sudden congestion.

[0043] In step S103 of some embodiments, specifically, the traffic flow information refers to the number of user groups that need to travel on the alternative traffic paths in the current time period.

[0044] For example, within one hour, the total number of user groups that need to travel from Area A of the residential community to Area B of the commercial district is 6000. First, determine the number of user groups corresponding to each different travel mode category. That is, the number of user groups for the alternative traffic paths corresponding to the private car travel mode category can be 2000, the number of user groups for the alternative traffic paths corresponding to the motorcycle travel mode category can be 1000, and the number of user groups for the alternative traffic paths corresponding to the public transport travel mode category can be 3000. Further, determine the number of user groups for each alternative traffic path corresponding to the traffic travel modes of different travel mode categories. That is, the number of user groups using the private car travel mode can be 1500, and the number of user groups using the transfer between private car and public transport modes can be 500.

[0045] In this embodiment, by extracting traffic flow information matching the first number of alternative traffic paths from traffic demand data, the real-time traffic flow information corresponding to each alternative traffic path can be effectively obtained, dynamically reflecting the actual traffic conditions on each alternative path, realizing the accurate docking of the planned path and the actual traffic conditions, and thus effectively solving the problem that the static distribution model cannot reflect road congestion.

[0046] Please refer to Figure 2 , in some embodiments, step S104 may include, but is not limited to, steps S201 to S202.

[0047] Step S201, perform a preliminary cost calculation for each alternative traffic path to obtain the preliminary cost data of each alternative traffic path.

[0048] Step S202, determine the preliminary section passing flow of each alternative traffic path based on the preliminary cost data of each alternative traffic path, and perform an advanced cost calculation for each alternative traffic path based on the preliminary section passing flow of each alternative traffic path to obtain the target cost calculation data corresponding to each alternative traffic path.

[0049] In step S201 of some embodiments, specifically, when calculating the cost of the first alternative traffic path, since the congestion situation of the actual traffic section is not clear, the first traffic cost of the traffic section is determined by the congestion state weight and the section transfer cost to simulate the congestion situation of the actual traffic section.

[0050] Please refer to Figure 3 , in some embodiments, the alternative traffic path includes multiple passing sections, and step S201 may include, but is not limited to, steps S301 to S303.

[0051] Step S301, for each alternative traffic path, obtain the section passing cost corresponding to each passing section and the section transfer cost between each passing section.

[0052] Step S302, obtain the congestion state weight of each alternative traffic path; wherein, the congestion state weight is used to characterize the past congestion state of the alternative traffic path.

[0053] Step S303, for each alternative traffic path, perform a path cost calculation according to the corresponding section passing cost, section transfer cost and past congestion state to obtain the corresponding preliminary cost data.

[0054] In step S301 of some embodiments, specifically, the section passing cost refers to the cost generated when the vehicle travels on each passing section of each alternative traffic path, including but not limited to the passing time cost, fuel cost, etc.

[0055] Specifically, the section transfer cost refers to the additional cost generated by the conversion of travel modes between different passing sections, including but not limited to transfer time, stop time, and the cost of the additional distance traveled, etc.

[0056] For example, driving out of a highway exit and turning onto an urban road may require additional time and fuel.

[0057] In step S302 of some embodiments, specifically, the congestion state weight is a parameter characterizing the past congestion state of the alternative traffic paths, and is used to reflect the difference between the selected alternative traffic paths in the two cases of congestion and empty load.

[0058] Specifically, the congestion state weight can be determined based on the actual path travel demand, and no limitation is made here.

[0059] For example, the congestion state weight can be determined based on the road load of the alternative traffic path. If the road load is smaller, it indicates that the congestion situation of the alternative traffic path is smaller, so the congestion state weight is smaller.

[0060] In step S303 of some embodiments, specifically, the preliminary cost data refers to the basic passing cost of the alternative traffic path determined based on the static road condition parameters, and is used to simulate the travel cost that needs to be considered in the actual travel of the user, including but not limited to the passing time cost, transfer cost, etc.

[0061] Specifically, the path cost can be calculated through the following formula:

[0062] Among them, represents the preliminary cost data corresponding to the alternative traffic path m, l represents the passing section corresponding to the alternative traffic path, k represents the travel mode, represents the section passing cost of the travel mode k on the passing section l, represents the congestion state weight on the passing section l, represents the section transfer cost between each passing section.

[0063] Through steps S301 to S303, the section passing cost, section transfer cost, and congestion state weight are comprehensively considered, providing a comprehensive preliminary cost assessment for each alternative traffic path. It not only considers the attributes of the path itself but also the impact of the actual traffic conditions, and can improve the accuracy of the cost assessment results.

[0064] In step S202 of some embodiments, specifically, the preliminary section passing flow refers to the traffic flow on the passing sections of each alternative traffic path.

[0065] For example, there are 5 alternative traffic routes corresponding to the private car travel mode category from Area A of the residential community to Area B of the commercial district, denoted as m1 - m5, with the corresponding number of user groups being 2000. The preliminary traffic flow of m1 can be 1089, the preliminary traffic flow of m2 can be 660, the preliminary traffic flow of m3 can be 130, the preliminary traffic flow of m4 can be 79, and the preliminary traffic flow of m5 can be 42.

[0066] Please refer to Figure 4 , in some embodiments, step S202 may include, but is not limited to, steps S401 to S408.

[0067] Step S401: Based on the preliminary traffic flow of each alternative traffic route, conduct an advanced cost calculation for each alternative traffic route to obtain the intermediate cost calculation data corresponding to each alternative traffic route.

[0068] Step S402: Based on the intermediate cost calculation data corresponding to each alternative traffic route, determine the minimum - cost route from the first - number of alternative traffic routes.

[0069] Step S403: According to the traffic flow information, perform full - volume traffic allocation on the minimum - cost route to obtain the branch traffic flow of each alternative traffic route.

[0070] Step S404: Based on the branch traffic flow of each alternative traffic route, determine the traffic flow of each passing section on the minimum - cost route.

[0071] Step S405: According to the traffic flow of each passing section, perform vehicle - flow conversion to obtain the vehicle - flow data of each passing section.

[0072] Step S406: According to the vehicle - flow data of each passing section, calculate the congestion degree to obtain the vehicle congestion speed of each passing section.

[0073] Step S407: According to the vehicle congestion speed, update the calculation data of the intermediate cost calculation data corresponding to each alternative traffic route to obtain the updated intermediate cost calculation data; wherein, the updated intermediate cost calculation data includes the additional congestion cost caused by vehicle congestion.

[0074] Step S408: If the traffic flow of each passing section on the road network topology data meets the preset traffic flow stability condition, determine the corresponding intermediate cost calculation data as the target cost calculation data.

[0075] In step S401 of some embodiments, specifically, the intermediate cost measurement data refers to the dynamic cost estimation data for alternative traffic paths considering the preliminary traffic flow of the preliminary cost data, which is used to reflect the actual traffic cost of the alternative traffic paths.

[0076] Specifically, the intermediate cost measurement data can be determined by the following formula:

[0077] Wherein, represents the intermediate cost measurement data corresponding to the alternative traffic path m, l represents the traffic passage section corresponding to the alternative traffic path, k represents the traffic travel mode, represents the intermediate section traffic cost of traffic travel mode k on the traffic passage section l, represents the intermediate section transfer cost between traffic passage sections.

[0078] Specifically, the intermediate section traffic cost is updated by the preliminary traffic flow of the section.

[0079] In this embodiment, based on the branch traffic flow of each alternative traffic path, an advanced cost measurement is performed on each alternative traffic path to obtain the intermediate cost measurement data corresponding to each alternative traffic path, realizing the dynamic association between traffic flow distribution and path traffic cost, more truly simulating the actual path traffic cost of the alternative traffic paths, and helping to improve the accuracy of subsequent path flow distribution.

[0080] In step S402 of some embodiments, specifically, the minimum cost path refers to the alternative traffic path with the lowest cost selected from the intermediate cost measurement data.

[0081] In step S403 of some embodiments, specifically, the full volume flow distribution means that all traffic flow information is distributed on the determined minimum cost path.

[0082] For example, if the minimum cost path corresponding to the private car travel mode category from residential community A to commercial area B is m1, then all traffic flow information corresponding to the private car travel mode category (i.e., the number of user groups 2000) is distributed to the minimum cost path to obtain the branch traffic flow of each alternative traffic path.

[0083] In this embodiment, according to the traffic flow information, full volume flow distribution is performed on the minimum cost path, which can simulate the traffic conditions of the minimum cost path during peak hours to determine the load limit of the path, providing data support for subsequent flow equilibrium distribution.

[0084] In step S404 of some embodiments, specifically, the traffic flow of the section refers to the traffic flow corresponding to the traffic mode adopted by the user group when traveling on the traffic passage section.

[0085] Specifically, after determining the traffic flow information, the cost measurement data has changed dynamically. Since the traffic flow allocation is realized based on the cost measurement data, it is necessary to further determine the traffic flow changes of each alternative path, and the dynamic traffic flow allocation of each alternative traffic path can be realized by the user equilibrium method.

[0086] Specifically, the traffic flow of each passing section on the minimum cost path can be determined by the following formula:

[0087] Among them, represents the traffic flow of the traffic mode k on the passing section l in the UE (user equilibrium method) algorithm. represents the branch traffic flow of the alternative traffic path m from the travel start position to the travel end position of the user group a. represents that the alternative traffic path contains the passing section l.

[0088] In this embodiment, based on the minimum cost path after the full volume flow allocation, determining the traffic flow of each passing section on the minimum cost path can calculate the total traffic flow corresponding to the traffic mode on the passing section in the user equilibrium state by summing the branch traffic flows of all alternative traffic paths including the passing section, which helps to understand the traffic flow distribution corresponding to different passing sections and traffic modes in the user equilibrium state and provides data support for subsequent traffic flow allocation.

[0089] In step S405 of some embodiments, specifically, the vehicle flow data refers to the equivalent data of all passing motor vehicles on the passing section, and the equivalent data refers to the total flow obtained by converting the traffic flows of different types of vehicles into the equivalent standard car flow.

[0090] Specifically, the vehicle flow data of each passing section can be determined by the following formula:

[0091] Among them, represents the vehicle flow data on the passing section l in the UE algorithm. represents the traffic flow of the traffic mode k on the passing section l in the UE algorithm. represents the average number of passengers carried per single trip of the traffic mode k. represents the equivalent rate of converting the traffic mode k into a standard car. Indicates the peak duration, with default values of 2 hours for morning and evening rush hours, 20 hours for off-peak hours, and 24 hours for the average throughout the day.

[0092] Specifically, based on the traffic flow on each passage section, vehicle flow conversion is performed to obtain the vehicle flow data on each passage section, which can convert the traffic flow data of different traffic modes on the passage section into equivalent car flow, realizing the conversion of traffic flow data into equivalent vehicle flow data calculation, and helping to efficiently and accurately evaluate the traffic flow distribution of the passage section.

[0093] In step S406 of some embodiments, specifically, the vehicle congestion speed refers to the vehicle driving speed when each passage section is congested.

[0094] Specifically, the vehicle congestion speed on each passage section can be calculated by the following formula:

[0095] Where, Indicates the vehicle congestion speed of traffic mode k on passage section l in the UE algorithm, v Indicates the vehicle free-flow (i.e., non-congested) speed of traffic mode k on passage section l under free-flow conditions, Indicates the speed decay coefficient of passage section l, Indicates the flow-velocity relationship index of passage section l, used to adjust the non-linear characteristics of speed decay, Indicates the traffic capacity of passage section l.

[0096] In this embodiment, based on the vehicle flow data on each passage section, the congestion degree is calculated to obtain the vehicle congestion speed on each passage section, which can quantify the congestion degree of the passage section and provide congestion degree data support for subsequent path cost update, helping to more accurately evaluate the cost of the path under actual traffic conditions.

[0097] In step S407 of some embodiments, specifically, the updated intermediate cost measurement data refers to the cost of traffic mode k on passage section l, including but not limited to the time cost and monetary cost caused by vehicle congestion causing additional congestion, etc. Since the time cost takes into account the vehicle congestion speed and the monetary cost takes into account the fuel consumption of congested vehicles, the intermediate cost measurement data needs to be updated.

[0098] For example, since m1 is congested due to high traffic after the full - volume traffic allocation, the cost increases from 20.5 to 32, the cost of m2 increases from 22.5 to 26, the cost of m3 remains unchanged at 29, the cost of m4 remains unchanged at 31, the cost of m5 increases from 33.5 to 35. The path costs of m2 and m5 also increase because they have some overlapping sections with m1. Since the cost of the overlapping sections increases, the total path costs of m1, m2, and m5 increase. Further, a path is a combination of a set of passing sections + a traffic mode. For example, path m5 is [Dayong Road - car]+[Zhan South Road - car]+[Nanshan Avenue - bus]+[Guangyuan Expressway - bus]. If m1 includes Zhan South Road, congestion on Zhan South Road occurs after the full - volume traffic allocation of m1, which in turn affects the path cost of m5.

[0099] Specifically, the updated intermediate cost measurement data can be determined by the following formula:

[0100] Wherein, represents the updated intermediate cost measurement data of traffic mode k on passing section l under the UE algorithm, represents the section passing cost of traffic mode k on passing section l under the UE algorithm, represents the section transfer cost between passing sections.

[0101] In this embodiment, according to the congestion speed of the vehicle, the intermediate cost measurement data corresponding to each alternative traffic path is updated to obtain the updated intermediate cost measurement data, which can consider the actual traffic congestion situation of the passing section, facilitate subsequent adjustment of the traffic volume allocation of the path based on the cost measurement data considering the actual traffic congestion, and help select the optimal traffic path subsequently.

[0102] Please refer to Figure 5 , in some embodiments, before step S408, the traffic path recommendation method may include, but is not limited to, steps S501 to S507.

[0103] Step S501, if the updated intermediate cost measurement data does not belong to the minimum cost measurement data, calculate the traffic volume transfer of the section passing volume on each passing section to obtain the traffic volume transfer data on each passing section.

[0104] Step S502, based on the traffic volume transfer data, calculate the vehicle volume transfer of the vehicle volume data on each passing section to obtain the vehicle volume transfer data on each passing section.

[0105] Step S503, measure the traffic volume transfer coefficient based on a preset cost objective function to obtain the traffic volume transfer coefficient.

[0106] Step S504: Update the traffic flow of each passing section based on the vehicle flow transfer data and the corresponding flow transfer coefficient on each passing section, to obtain the updated traffic flow of the passing section.

[0107] Step S505: Update the vehicle flow data on each passing section to obtain the updated vehicle flow data.

[0108] Step S506: If the updated vehicle flow data does not meet the predetermined vehicle flow convergence condition, then based on the updated traffic flow of the passing section, return to execute the vehicle flow conversion according to the traffic flow of each passing section until the updated vehicle flow data meets the vehicle flow convergence condition, and re-determine the branch traffic flow of each alternative traffic path.

[0109] Step S507: Based on the re-determined branch traffic flow of each alternative traffic path, evaluate the traffic flow stability of the traffic flow of each passing section on the road network topology data.

[0110] In step S501 of some embodiments, specifically, the traffic flow transfer data refers to that due to the increase in the cost of some passing sections, congestion occurs on these passing sections, and it is necessary to transfer the traffic flow of these passing sections.

[0111] Specifically, for all (branch traffic flow), if the updated intermediate cost measurement data meets the following minimum cost measurement condition: , it means that the updated intermediate cost measurement data is the minimum cost measurement data. If the updated intermediate cost measurement data does not meet the above minimum cost measurement condition, then is transferred to the minimum traffic path under specific i, j, a, that is , so as to obtain the branch traffic flow of each path transfer , and after summing, is obtained. Among them, represents the intermediate cost measurement data of using travel mode category M from the travel starting position i to the travel ending position j in the UE algorithm, represents the minimum intermediate cost measurement data of the alternative traffic path m of using travel mode category M from the travel starting position i to the travel ending position j in the UE algorithm. It represents in the UE algorithm, and represents the minimum alternative traffic path from the user group a from the travel starting position to the travel ending position of the transfer branch traffic flow.

[0112] ​Specifically, the traffic flow transfer data on each passing section can be determined by the following formula:

[0113] Among them, represents the traffic flow transfer data of traffic mode k on passing section l in the UE algorithm, represents in the UE algorithm, indicating that from user group a from the travel starting position to the travel ending position of the transfer branch traffic flow of alternative traffic path m.

[0114] In this embodiment, if the updated intermediate cost measurement data does not belong to the minimum cost measurement data, the traffic flow transfer calculation is performed on the traffic flow of each passing section to obtain the traffic flow transfer data on each passing section, which can redistribute the traffic flow of the path to reduce the traffic flow of the congested section and effectively avoid the congestion of user travel.

[0115] In step S502 of some embodiments, specifically, the vehicle flow transfer data refers to the equivalent change data corresponding to all passing motor vehicles on the passing section during the traffic flow transfer process.

[0116] Specifically, the vehicle flow transfer data on each passing section can be determined by the following formula:

[0117] Among them, represents the vehicle flow transfer data on passing section l in the UE algorithm; represents the traffic flow transfer data of traffic mode k on passing section l in the UE algorithm, represents the average number of passengers per single trip of traffic mode k, represents the equivalent rate of traffic mode k converted into a standard car, represents the peak period duration, with a default value of 2 hours for morning and evening peaks, 20 hours for off-peak periods, and 24 hours for the average of the whole day.

[0118] Specifically, based on the traffic flow transfer data, the vehicle flow transfer calculation is performed on the vehicle flow data of each passing section to obtain the vehicle flow transfer data on each passing section, which can ensure that the flow transfer scheme conforms to the actual road use characteristics and helps to improve the accuracy of subsequent path flow distribution.

[0119] In step S503 of some embodiments, specifically, the flow transfer coefficient refers to the flow transfer ratio relationship between different passing sections during the section flow transfer process.

[0120] Specifically, in the UE algorithm, by setting an initial traffic transfer coefficient and combining the initial traffic transfer coefficient with the vehicle traffic volume data on the passing section, the passing traffic volume transfer data of the traffic travel mode on the passing section, the equivalent rate of converting the traffic travel mode into a standard car, the peak period duration, the average number of passengers per single trip of the traffic travel mode, and the section passing cost of the traffic travel mode on the passing section for calculation, the cost objective function can be determined.

[0121] Specifically, the traffic transfer coefficient can be determined by the bisection method, that is, by calculating the partial derivative of the cost objective function to obtain the derivative of the cost objective function. If the derivative is negative, it means that the cost objective function decreases as the traffic transfer coefficient increases, then increase the traffic transfer coefficient (for example, if the initial traffic transfer coefficient is 0.5, then perform the bisection method within the interval [0.5, 1] for the value of the traffic transfer coefficient to determine that the increased traffic transfer coefficient is 0.75); if the derivative is positive, it means that the cost objective function increases as the traffic transfer coefficient increases, then decrease the traffic transfer coefficient (for example, if the initial traffic transfer coefficient is 0.5, then perform the bisection method within the interval [0, 0.5] for the value of the traffic transfer coefficient to determine that the decreased traffic transfer coefficient is 0.25); further iterate the traffic transfer coefficient according to the derivative until the derivative of the cost objective function reaches the minimum to determine the final traffic transfer coefficient. Among them, the cost objective function is used to describe the cumulative cost of all traffic travel modes on all passing sections.

[0122] Specifically, the traffic transfer coefficient can be 0.36.

[0123] In this embodiment, by measuring the traffic transfer coefficient based on the preset cost objective function to obtain the traffic transfer coefficient, the proportion of the traffic volume to be transferred between different sections can be quantified, further improving the accuracy of path traffic volume allocation.

[0124] In step S504 of some embodiments, specifically, the updated section passing traffic volume can be determined by the following formula:

[0125] Among them, represents the updated section passing traffic volume on the passing section l in the UE algorithm, represents the section passing traffic volume on the passing section l obtained from the previous iteration of the user equilibrium method in the UE algorithm, represents the traffic transfer coefficient, represents the passing traffic volume transfer data of traffic travel mode k on the passing section l in the UE algorithm.

[0126] In step S505 of some embodiments, the updated vehicle traffic volume data can be determined by the following formula:

[0127] Among them, represents the updated vehicle flow data on the passing section l in the UE algorithm, represents the vehicle flow data on the passing section l obtained from the previous iteration of the user equilibrium method, represents the average number of passengers per single trip of transportation mode k, represents the equivalent rate of converting transportation mode k into a standard car, represents the peak period duration, with a default value of 2h for the morning and evening rush hours, 20h for the off-peak period, and 24h for the average of the whole day.

[0128] In this embodiment, by updating the vehicle flow data on each passing section to obtain the updated vehicle flow data, the reallocation of the vehicle equivalents of different passing routes can be realized, effectively reducing the path congestion situation during users' travel.

[0129] In step S506 of some embodiments, specifically, the vehicle flow convergence condition can be expressed by the following formula:

[0130] Among them, represents the updated vehicle flow data on the passing section l in the UE algorithm, represents the vehicle flow data of the transportation mode on the passing section l obtained from the previous iteration of the user equilibrium method, represents the vehicle flow data on the passing section l obtained from the previous iteration of the user equilibrium method, represents a predetermined precision value, which can be 1% of the sum of the vehicle equivalents of all passing sections.

[0131] In this embodiment, if the updated vehicle flow data does not meet the predetermined vehicle flow convergence condition, indicating that there may still be congestion on the path, then based on the updated section passing flow, return to execute the conversion of vehicle flow according to the section passing flow on each passing section until the updated vehicle flow data meets the vehicle flow convergence condition, and re-determine the branch traffic flow of each alternative traffic path. By continuously iterating and updating the vehicle flow data until the convergence condition is met, the accuracy and stability of the vehicle flow data can be ensured, thereby further reducing the congestion of the traffic path and significantly improving the effect of path traffic flow allocation.

[0132] Please refer to Figure 6 , in some embodiments, step S507 may include, but is not limited to, steps S601 to S602: Step S601: Determine the traffic flow change rate and traffic flow change speed of each passing section in the road network topology data based on the branch traffic flows of each alternative traffic path.

[0133] Step S602: If the traffic flow change rate of each passing section meets the preset traffic flow change rate stability condition, and the traffic flow change speed meets the preset traffic flow change speed stability condition, then determine that the section passing flow on each passing section in the road network topology data meets the traffic flow stability condition.

[0134] In step S601 of some embodiments, specifically, the traffic flow change rate refers to the degree of change in the traffic flow on the passing section within the current time period; the traffic flow change speed refers to the change in the speed of motor vehicle travel on the passing section for the degree of change in the traffic flow within the current time period.

[0135] After step S601 of some embodiments, that is, after determining the traffic flow change rate and traffic flow change speed of each passing section in the road network topology data based on the branch traffic flows of each alternative traffic path, it further includes: If the traffic flow change rate of each passing section does not meet the traffic flow change rate stability condition, or the traffic flow change speed does not meet the traffic flow change speed stability condition, based on the updated vehicle congestion speed and the updated section passing flow of each passing section, return to perform the traffic cost calculation for each alternative traffic path according to the real-time traffic flow information until the traffic flow change rate of each passing section meets the preset traffic flow change rate stability condition, and the traffic flow change speed meets the preset traffic flow change speed stability condition, then determine that the section passing flow on each passing section in the road network topology data meets the traffic flow stability condition.

[0136] Specifically, the traffic flow change rate stability condition means that for all sections the absolute value of the traffic flow change rate meets the traffic flow change threshold, and the traffic flow change speed stability condition means that for all sections the absolute value of the traffic flow change speed meets the traffic flow change speed threshold. Among them, the traffic flow change threshold and the traffic flow change speed threshold are determined based on the actual traffic travel situation and are not limited here.

[0137] Specifically, the traffic flow change rate stability condition can be determined by the following formula:

[0138] Among them, represents the section passing flow on passing section l, represents the section passing flow on passing section l selected in the previous round of alternative traffic paths.

[0139] Specifically, the traffic flow change speed stability condition can be determined by the following formula:

[0140] Wherein, represents the congestion speed of vehicles of traffic mode k on the passing section l, represents the congestion speed of vehicles of traffic mode k on the passing section l selected in the previous round of alternative traffic paths.

[0141] For example, the traffic flow change rate stability condition can be that for all sections the absolute value of the traffic flow change rate is less than or equal to 10% of the traffic flow change. The traffic flow change speed stability condition can be that for all sections the absolute value of the traffic flow change speed is less than or equal to 10% of the traffic flow speed change.

[0142] Specifically, if the traffic flow change rate of each passing section does not meet the preset traffic flow change rate stability condition, or the traffic flow change speed does not meet the preset traffic flow change speed stability condition, it means that the current traffic flow distribution may still have congestion. It is necessary to continue to optimize the traffic flow distribution adjustment. Based on the updated vehicle congestion speed and the updated section passing traffic of each passing section, the process of calculating the traffic cost for each alternative traffic path according to the real-time traffic flow information can be returned, so as to recalculate the cost of the alternative traffic path until the traffic flow change rate of each passing section meets the preset traffic flow change rate stability condition, and moreover, the traffic flow change speed meets the preset traffic flow change speed stability condition. It can realize the dynamic adjustment of the traffic flow distribution of the traffic path to adapt to the changing traffic path situation. By continuously evaluating and adjusting the traffic cost, the stability of the traffic flow distribution is further ensured, effectively reducing the user travel congestion and improving the effect of the traffic flow distribution.

[0143] In step S602 of some embodiments, specifically, if the traffic flow change rate of each passing section meets the preset traffic flow change rate stability condition, and moreover, the traffic flow change speed meets the preset traffic flow change speed stability condition, it is determined that the section passing traffic on each passing section of the road network topology data meets the traffic flow stability condition. The evaluation of the traffic flow distribution can be realized through the dual verification mechanism of the traffic flow and the vehicle congestion speed, further improving the reliability of the traffic flow distribution, overcoming the lag defect of the traditional static distribution model in traffic flow distribution, and improving the traffic flow distribution effect of urban traffic travel.

[0144] Through steps S601 to S602, the evaluation of traffic flow distribution can be achieved through a dual verification mechanism of traffic flow and vehicle congestion speed, improving the reliability of traffic flow distribution, effectively preventing the misjudgment of normal traffic flow fluctuations as unstable situations, and being able to timely capture potential precursors of path congestion. It overcomes the lag defect of traditional static distribution models when performing traffic flow distribution, and significantly improves the traffic flow distribution effect of urban traffic trips.

[0145] Through steps S501 to S507, by calculating the vehicle flow transfer data, passing flow transfer data, and flow transfer coefficient that need to be transferred, the update process of traffic flow distribution can be realized. By continuously optimizing and adjusting the distribution of traffic flow on passing sections, the balance and stability state of traffic flow can be finally achieved, overcoming the lag defect of traditional static distribution models when performing traffic flow distribution, helping to improve the operation efficiency of the traffic network, and reducing traffic congestion during trips.

[0146] Through steps S401 to S408, by comprehensively considering factors such as traffic flow, vehicle flow, and congestion degree of alternative traffic paths, advanced cost calculation is performed on the alternative traffic paths, and the cost data is updated according to the actual traffic conditions. This process takes into account the impact of actual traffic conditions, making the cost evaluation result more accurate, facilitating the subsequent recommendation of the optimal traffic path for users, and thus improving the path recommendation effect of traffic trips.

[0147] In step S105 of some embodiments, the target recommended path refers to the alternative traffic path with the lowest comprehensive traffic cost under the current traffic state.

[0148] Specifically, for each alternative traffic path, the alternative traffic path with the lowest target cost is selected from the corresponding target cost calculation data as the target recommended path.

[0149] In this embodiment, by screening the first number of alternative traffic paths based on the target cost calculation data to obtain the target recommended path, it is possible to select the optimal traffic trip path based on real-time traffic flow data, avoid excessive traffic flow concentrating on a few roads, overcome the lag defect of traditional static distribution models when performing traffic flow distribution, and significantly improve the path recommendation effect of traffic trips.

[0150] The path recommendation method for transportation provided in this application first obtains the road network topology data, the starting location of the trip, the ending location of the trip, and the real-time traffic demand data of the target city, providing comprehensive and real-time basic information for traffic flow allocation. Further, based on the starting and ending locations of the trip, multiple alternative traffic paths are determined in the road network topology data, providing rich path options for subsequent path recommendation. Secondly, the traffic flow information matching the alternative traffic paths is extracted from the traffic demand data, enabling the effective acquisition of the real-time traffic flow information corresponding to each alternative traffic path, dynamically reflecting the actual traffic conditions on each alternative path, and calculating the traffic cost for each alternative traffic path based on the traffic flow information, enabling traffic cost calculation based on actual traffic flow data and avoiding cost calculation deviation caused by inaccurate traffic flow information. Finally, screening the first number of alternative traffic paths based on the cost calculation data can select the optimal traffic travel path based on real-time traffic flow data, avoid excessive traffic flow concentrating on a few roads, overcome the lag defect of the traditional static allocation model in traffic flow allocation, and significantly improve the path recommendation effect of traffic travel.

[0151] Please refer to Figure 7 , the embodiment of this application also provides a path recommendation device for traffic travel, which can implement the above-mentioned path recommendation method for traffic travel, including: A traffic travel data acquisition module, configured to acquire road network topology data, the starting location of the trip, the ending location of the trip, and real-time traffic demand data; A traffic path acquisition module, configured to determine the first number of alternative traffic paths in the road network topology data according to the starting location and the ending location of the trip; A traffic flow information extraction module, configured to extract the traffic flow information matching the first number of alternative traffic paths from the traffic demand data; A traffic cost calculation module, configured to calculate the traffic cost for each alternative traffic path according to the real-time traffic flow information, and obtain the target cost calculation data corresponding to each alternative traffic path; A path screening module, configured to screen the first number of alternative traffic paths based on the target cost calculation data to obtain the target recommended path.

[0152] In a third aspect, the embodiment of this application provides an electronic device, including: a memory and a processor. The memory stores a computer program, and when the processor executes the computer program, it implements the path recommendation method for traffic travel according to any one of the first aspect embodiments of this application.

[0153] Fourthly, an embodiment of the present application provides a computer-readable storage medium, which stores a program that, when executed by a processor, implements the path recommendation method for travel as described in any one of the embodiments of the first aspect of the present application.

[0154] Please refer to Figure 8 , Figure 8 which schematically shows the hardware structure of an electronic device according to another embodiment. The electronic device includes: A processor 801, which can be implemented in ways such as a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided by the embodiments of the present application; A memory 802, which can be implemented in forms such as a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 802 can store an operating system and other application programs. When implementing the technical solutions provided by the embodiments of this specification through software or firmware, the relevant program codes are stored in the memory 802 and are called by the processor 801 to execute the path recommendation method for travel in the embodiments of the present application; An input / output interface 803, which is used to implement information input and output; A communication interface 804, which is used to implement communication interaction between this device and other devices. Communication can be achieved through wired means (such as USB, network cable, etc.) or through wireless means (such as mobile network, WIFI, Bluetooth, etc.); A bus 805, which transmits information between various components of the device (such as the processor 801, the memory 802, the input / output interface 803, and the communication interface 804); Among them, the processor 801, the memory 802, the input / output interface 803, and the communication interface 804 are communicatively connected to each other inside the device through the bus 805.

[0155] An embodiment of the present application also provides a computer-readable storage medium, which stores a computer program that, when executed by a processor, implements the above-mentioned path recommendation method for travel.

[0156] The memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. In addition, the memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one magnetic disk storage device, a flash memory device, or other non-transitory solid-state storage devices. In some embodiments, the memory optionally includes a memory remotely disposed relative to the processor, and these remote memories can be connected to the processor through a network. Examples of the above networks include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0157] The embodiments described in the embodiments of the present application are for more clearly illustrating the technical solutions of the embodiments of the present application, and do not constitute a limitation on the technical solutions provided by the embodiments of the present application. Those skilled in the art will know that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of the present application are equally applicable to similar technical problems.

[0158] Those skilled in the art can understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of the present application, and may include more or fewer steps than those shown, or combine certain steps, or different steps.

[0159] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, that is, they may be located in one place, or may be distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0160] Those of ordinary skill in the art can understand that all or some of the steps in the methods disclosed above, and the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, and appropriate combinations thereof.

[0161] The terms "first", "second", "third", "fourth", etc. (if any) in the specification of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not have to be used to describe a specific order or sequence. It should be understood that such data can be interchanged under appropriate circumstances so that the embodiments of the present application described here can be implemented in an order other than those illustrated or described here. In addition, the terms "comprising" and "having" and any variations thereof are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units does not have to be limited to those steps or units clearly listed, but may include other steps or units not clearly listed or inherent to these processes, methods, products, or devices.

[0162] It should be understood that, in this application, "at least one (item)" means one or more, and "a plurality" means two or more. "And / or" is used to describe the association relationship of associated objects, indicating that three relationships can exist. For example, "A and / or B" can represent: only A exists, only B exists, and both A and B exist at the same time. Among them, A and B can be singular or plural. The character " / " generally represents an "or" relationship between the associated objects before and after. "At least one (item) of the following" or its similar expression refers to any combination of these items, including any combination of single item (item) or plural items (items). For example, at least one (one) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, c can be single or multiple.

[0163] In several embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the above division of units is only a logical function division. In actual implementation, there may be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection to each other can be through some interfaces. The indirect coupling or communication connection of devices or units can be in electrical, mechanical or other forms.

[0164] The units described above as separate components may or may not be physically separated. The components displayed as units may or may not be physical units, that is, they can be located in one place, or they can be distributed to multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0165] In addition, in each embodiment of this application, each functional unit can be integrated in a processing unit, or each unit can exist physically alone, or two or more units can be integrated in one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0166] When the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes multiple instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods of various embodiments of this application. The aforementioned storage medium includes: various media that can store programs, such as USB flash drives, mobile hard disks, read-only memories (ROM), random access memories (RAM), magnetic disks, or optical discs.

[0167] The preferred embodiments of the embodiments of this application have been described above with reference to the accompanying drawings, and thus do not limit the scope of the rights of the embodiments of this application. Any modifications, equivalent replacements, and improvements made by those skilled in the art without departing from the scope and essence of the embodiments of this application shall be within the scope of the rights of the embodiments of this application.

Claims

1. A method for recommending a travel route, characterized in that, The method includes: Obtaining road network topology data, a travel start location, a travel end location, and real-time traffic demand data; Determining a first number of alternative traffic paths in the road network topology data according to the travel start location and the travel end location; Extracting traffic flow information matching the first number of alternative traffic paths from the traffic demand data; Performing traffic cost calculation on each of the alternative traffic paths according to the real-time traffic flow information to obtain target cost calculation data corresponding to each of the alternative traffic paths; Screening the first number of alternative traffic paths based on the target cost calculation data to obtain a target recommended path.

2. The method according to claim 1, wherein The performing traffic cost calculation on each of the alternative traffic paths according to the real-time traffic flow information to obtain target cost calculation data corresponding to each of the alternative traffic paths includes: Performing preliminary cost calculation on each of the alternative traffic paths to obtain preliminary cost data of each of the alternative traffic paths; Determining preliminary section passing flows of each of the alternative traffic paths based on the preliminary cost data of each of the alternative traffic paths, and performing advanced cost calculation on each of the alternative traffic paths based on the preliminary section passing flows of each of the alternative traffic paths to obtain target cost calculation data corresponding to each of the alternative traffic paths.

3. The method according to claim 2, wherein The alternative traffic paths include multiple passing sections, and the performing preliminary cost calculation on each of the alternative traffic paths to obtain preliminary cost data of each of the alternative traffic paths includes: For each of the alternative traffic paths, obtaining section passing costs corresponding to the passing sections and section transfer costs between the passing sections; Obtaining congestion state weights of each of the alternative traffic paths; wherein the congestion state weights are used to represent the past congestion states of the alternative traffic paths; For each of the alternative traffic paths, performing path cost calculation according to the corresponding section passing costs, the section transfer costs, and the past congestion states to obtain the corresponding preliminary cost data.

4. The method according to claim 2, characterized in that, The performing advanced cost calculation on each of the alternative traffic paths based on the preliminary section passing flows of each of the alternative traffic paths to obtain target cost calculation data corresponding to each of the alternative traffic paths includes: Performing advanced cost calculation on each of the alternative traffic paths based on the preliminary section passing flows of each of the alternative traffic paths to obtain intermediate cost calculation data corresponding to each of the alternative traffic paths; Determining a minimum cost path from the first number of alternative traffic paths based on the intermediate cost calculation data corresponding to each of the alternative traffic paths; Performing full traffic flow allocation on the minimum cost path according to the traffic flow information to obtain branch traffic flows of each of the alternative traffic paths; Determining section passing flows on each passing section in the minimum cost path based on the branch traffic flows of each of the alternative traffic paths; Performing vehicle flow conversion according to the section passing flows on each passing section to obtain vehicle flow data on each passing section; Calculate the congestion degree based on the vehicle flow data on each of the said traffic sections to obtain the vehicle congestion speed on each of the said traffic sections; Based on the vehicle congestion speed, update the measurement data of the intermediate cost corresponding to each of the said alternative traffic paths to obtain the updated measurement data of the intermediate cost; wherein, the updated measurement data of the intermediate cost includes the additional congestion cost caused by vehicle congestion; If the section traffic flow on each of the said traffic sections in the road network topology data meets the preset traffic flow stability condition, determine the corresponding measurement data of the intermediate cost as the target measurement data of the cost.

5. The method according to claim 4, wherein Before the step of "If the section traffic flow on each of the said traffic sections in the road network topology data meets the preset traffic flow stability condition, determine the corresponding measurement data of the intermediate cost as the target measurement data of the cost", it further includes: If the updated measurement data of the intermediate cost does not belong to the minimum measurement data of the cost, perform traffic flow transfer calculation on the section traffic flow on each of the said traffic sections to obtain the traffic flow transfer data on each of the said traffic sections; Based on the traffic flow transfer data, perform vehicle flow transfer calculation on the vehicle flow data on each of the said traffic sections to obtain the vehicle flow transfer data on each of the said traffic sections; Calculate the flow transfer coefficient based on a preset cost objective function to obtain the flow transfer coefficient; Based on the vehicle flow transfer data on each of the said traffic sections and the corresponding flow transfer coefficient, update the section traffic flow on each of the said traffic sections to obtain the updated section traffic flow; Update the vehicle flow data on each of the said traffic sections to obtain the updated vehicle flow data; If the updated vehicle flow data does not meet the predetermined vehicle flow convergence condition, then based on the updated section traffic flow, return to execute vehicle flow conversion according to the section traffic flow on each of the said traffic sections until the updated vehicle flow data meets the vehicle flow convergence condition, and re-determine the branch traffic flow of each of the said alternative traffic paths; Based on the branch traffic flow re-determined for each of the said alternative traffic paths, evaluate the traffic flow stability of the section traffic flow on each of the traffic sections in the road network topology data.

6. The method according to claim 5, wherein The step of "Based on the branch traffic flow re-determined for each of the said alternative traffic paths, evaluate the traffic flow stability of the section traffic flow on each of the traffic sections in the road network topology data" includes: Based on the branch traffic flow of each of the said alternative traffic paths, determine the traffic flow change rate and traffic flow change speed of each of the traffic sections in the road network topology data; If the traffic flow change rate of each of the said traffic sections meets the preset flow change rate stability condition, and the traffic flow change speed meets the preset flow change speed stability condition, then determine that the section traffic flow on each of the traffic sections in the road network topology data meets the traffic flow stability condition.

7. The method according to claim 6, wherein After determining the traffic flow change rate and traffic flow change speed of each of the passing road segments in the road network topology data based on the branch traffic flows of each of the alternative traffic paths, it further includes: If the traffic flow change rate of each of the passing road segments does not meet the traffic flow change rate stability condition, or the traffic flow change speed does not meet the traffic flow change speed stability condition, based on the updated vehicle congestion speed and the updated road segment passing flow of each of the passing road segments, return to execute the traffic cost calculation for each of the alternative traffic paths according to the real-time traffic flow information until the traffic flow change rate of each of the passing road segments meets the preset traffic flow change rate stability condition, and the traffic flow change speed meets the preset traffic flow change speed stability condition, then determine that the road segment passing flow on each of the passing road segments in the road network topology data meets the traffic flow stability condition.

8. A path recommendation device for travel, characterized in that, It includes: A traffic travel data acquisition module, configured to acquire road network topology data, a travel start position, a travel end position, and real-time traffic demand data; A traffic path acquisition module, configured to determine a first number of alternative traffic paths in the road network topology data according to the travel start position and the travel end position; A traffic flow information extraction module, configured to extract traffic flow information matching the first number of alternative traffic paths from the traffic demand data; A traffic cost calculation module, configured to perform traffic cost calculation on each of the alternative traffic paths according to the real-time traffic flow information to obtain target cost calculation data corresponding to each of the alternative traffic paths; A path screening module, configured to screen the first number of alternative traffic paths based on the target cost calculation data to obtain a target recommended path.

9. An electronic device, characterized in that, It includes: A memory and a processor, where the memory stores a computer program, and when the processor executes the computer program, it implements the traffic travel path recommendation method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The storage medium stores a program, and when the program is executed by the processor, it implements the traffic travel path recommendation method according to any one of claims 1 to 7.

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