Traffic route recommendation method and device, electronic device and storage medium

Abstract

The present application proposes a method and device, electronic device, and storage medium for recommending routes based on traffic travel, which relate to the technical field of urban traffic planning. The method includes: determining a first number of alternative traffic routes in road network topology data based on the starting and ending locations of the trip; extracting traffic flow information matching the first number of alternative traffic routes from real-time traffic demand data; calculating the traffic cost of each alternative traffic route based on the real-time traffic flow information to obtain target cost calculation data corresponding to each alternative traffic route; and screening the first number of alternative traffic routes based on the target cost calculation data to obtain a target recommended route. By screening the optimal traffic travel route based on real-time traffic demand data, the present application overcomes the problem that the traditional static allocation model cannot reflect road congestion, thereby improving the effectiveness of traffic travel route recommendation.

Description

Technical Field

[0001] The embodiments of the present application relate to the technical field of urban traffic planning, and in particular to a method and device for recommending a route for transportation, an electronic device, and a storage medium. Background Art

[0002] At present, with the acceleration of urbanization and the diversification of residents' travel needs (such as mixed transfers between public transportation, private cars, motorcycles and other travel modes), residents' travel flow has also increased. Due to the unreasonable arrangement of traffic travel flow, congestion has occurred in residents' travel.

[0003] Related technologies use static allocation models, which constantly adjust travel routes based on real-time traffic conditions during residents' actual travel. However, these models fail to reflect road congestion, resulting in poor route recommendation results. Therefore, improving route recommendation effectiveness has become an urgent issue. Summary of the Invention

[0004] The present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application provides a method and device for recommending a route based on transportation, an electronic device, and a storage medium, which improve the effect of recommending a route for transportation.

[0005] To achieve the above objectives, a first aspect of an embodiment of the present application provides a method for recommending a route for a travel, the method comprising:

[0006] Obtain road network topology data, trip start and end locations, and real-time traffic demand data;

[0007] 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;

[0008] Extracting traffic flow information matching a first number of the candidate traffic routes from the traffic demand data;

[0009] Calculating the traffic cost of 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;

[0010] The first number of candidate transportation routes are screened based on the target cost calculation data to obtain a target recommended route.

[0011] In some embodiments, calculating the traffic cost of each of the alternative traffic paths based on the real-time traffic flow information to obtain target cost calculation data corresponding to each of the alternative traffic paths includes:

[0012] Performing preliminary cost calculation on each of the alternative transportation routes to obtain preliminary cost data for each of the alternative transportation routes;

[0013] Based on the preliminary cost data of each of the alternative traffic paths, the preliminary road section traffic flow of each of the alternative traffic paths is determined, and based on the preliminary road section traffic flow of each of the alternative traffic paths, an advanced cost calculation is performed on each of the alternative traffic paths to obtain the target cost calculation data corresponding to each of the alternative traffic paths.

[0014] In some embodiments, the alternative traffic path includes a plurality of passable road segments, and performing preliminary cost calculation on each of the alternative traffic paths to obtain preliminary cost data for each of the alternative traffic paths includes:

[0015] For each of the alternative traffic routes, obtaining the section travel cost corresponding to each of the passable sections and the section transfer cost between the passable sections;

[0016] Obtaining a congestion state weight of each of the alternative traffic paths; wherein the congestion state weight is used to characterize the past congestion state of the alternative traffic path;

[0017] For each of the alternative traffic paths, the path cost is calculated based on the corresponding road section travel cost, the road section transfer cost and the past congestion status to obtain the corresponding preliminary cost data.

[0018] In some embodiments, performing advanced cost calculation on each of the alternative traffic paths based on the preliminary road segment traffic volume to obtain target cost calculation data corresponding to each of the alternative traffic paths includes:

[0019] Based on the preliminary road section traffic volume of each of the alternative traffic paths, performing advanced cost calculation on each of the alternative traffic paths to obtain intermediate cost calculation data corresponding to each of the alternative traffic paths;

[0020] Determining a minimum cost path from a first number of the alternative transportation paths based on the intermediate cost calculation data corresponding to each of the alternative transportation paths;

[0021] Allocating the full traffic volume to the minimum cost path according to the traffic volume information to obtain the branch traffic volume of each alternative traffic path;

[0022] Determining the segment traffic flow on each passable road segment in the minimum cost path based on the branch traffic flow of each alternative traffic path;

[0023] Performing vehicle flow conversion according to the section traffic flow on each of the passable road sections to obtain vehicle flow data on each of the passable road sections;

[0024] Calculating the degree of congestion based on the vehicle flow data on each of the passable road sections to obtain the vehicle congestion speed on each of the passable road sections;

[0025] updating the intermediate cost calculation data corresponding to each of the alternative traffic routes based on the vehicle congestion speed to obtain updated intermediate cost calculation data; wherein the updated intermediate cost calculation data includes additional congestion costs caused by vehicle congestion;

[0026] If the traffic flow on each of the traffic sections in the road network topology data meets the preset traffic flow stability condition, the corresponding intermediate cost calculation data will be determined as the target cost calculation data.

[0027] In some embodiments, if the traffic flow on each of the passable road segments in the road network topology data satisfies a preset traffic flow stability condition, before determining the corresponding intermediate cost calculation data as the target cost calculation data, the method further includes:

[0028] If the updated intermediate cost calculation data does not belong to the minimum cost calculation data, then performing a traffic flow transfer calculation on the section traffic flow on each of the passable road sections to obtain traffic flow transfer data on each of the passable road sections;

[0029] Based on the traffic flow transfer data, performing vehicle flow transfer calculation on the vehicle flow data on each of the traffic sections to obtain the vehicle flow transfer data on each of the traffic sections;

[0030] Calculate the flow transfer coefficient based on the preset cost objective function to obtain the flow transfer coefficient;

[0031] Based on the vehicle flow transfer data on each of the passable road sections and the corresponding flow transfer coefficient, the section traffic flow on each of the passable road sections is updated to obtain the updated section traffic flow;

[0032] Updating the vehicle flow data on each of the passable road sections to obtain updated vehicle flow data;

[0033] If the updated vehicle flow data does not meet the predetermined vehicle flow convergence condition, then based on the updated road segment traffic flow, return to executing the vehicle flow conversion according to the road segment traffic flow on each of the passable road segments until the updated vehicle flow data meets the vehicle flow convergence condition, and redetermine the branch traffic flow of each of the alternative traffic paths;

[0034] Based on the branch traffic flows re-determined for each of the alternative traffic paths, a traffic flow stability assessment is performed on the section traffic flow on each of the traffic sections in the road network topology data.

[0035] In some embodiments, the branch traffic flow re-determined based on each of the alternative traffic paths, and performing a traffic flow stability assessment on the segment traffic flow on each of the passable road segments in the road network topology data, include:

[0036] Determining the traffic flow change rate and traffic flow change speed of each of the passable road sections in the road network topology data based on the branch traffic flow of each of the alternative traffic paths;

[0037] If the traffic flow change rate of each of the passable road sections meets the preset flow change rate stability condition, and the traffic flow change speed meets the preset flow change speed stability condition, then it is determined that the section traffic flow on each of the passable road sections in the road network topology data meets the traffic flow stability condition.

[0038] In some embodiments, after determining the traffic flow change rate and traffic flow change speed of each of the passable road segments in the road network topology data based on the branch traffic flow of each of the alternative traffic paths, the method further includes:

[0039] If the traffic flow change rate of each of the passable sections does not meet the flow change rate stability condition, or the traffic flow change speed does not meet the flow change speed stability condition, based on the updated vehicle congestion speed and the updated section traffic flow of each of the passable sections, 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 passable 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 passable sections in the road network topology data meets the traffic flow stability condition.

[0040] In a second aspect, an embodiment of the present application provides a route recommendation device for transportation, including:

[0041] Traffic travel data acquisition module, used to obtain road network topology data, trip start location, trip end location and real-time traffic demand data;

[0042] A traffic path acquisition module, configured to determine a first number of candidate traffic paths in the road network topology data according to the travel start location and the travel end location;

[0043] a traffic flow information extraction module, configured to extract traffic flow information matching the first number of the candidate traffic routes from the traffic demand data;

[0044] A traffic cost calculation module is used to calculate the traffic cost of 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;

[0045] The path screening module is used to screen the first number of candidate traffic paths based on the target cost measurement data to obtain a target recommended path.

[0046] In a third aspect, an embodiment of the present application provides an electronic device comprising: a memory, a processor, wherein the memory stores a computer program, and when the processor executes the computer program, a method for recommending a route for transportation as described in any one of the embodiments of the first aspect of the present application is implemented.

[0047] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, which stores a program, and the program is executed by a processor to implement a method for recommending a route for transportation as described in any one of the embodiments of the first aspect of the present application.

[0048] The route recommendation method for traffic travel proposed in this application first provides comprehensive and real-time basic information for traffic flow allocation by obtaining road network topology data, travel start locations, travel end locations and real-time traffic demand data of the target city, and further determines multiple alternative traffic paths in the road network topology data based on the travel start and end locations, providing a rich selection of paths for subsequent route recommendation; secondly, traffic flow information matching the alternative traffic paths is extracted from the traffic demand data, which can effectively obtain 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 of each alternative traffic path based on the traffic flow information. The traffic cost can be calculated based on the actual traffic flow data, avoiding cost calculation deviations caused by inaccurate traffic flow information; finally, the first number of alternative traffic paths are screened based on the cost calculation data, which can realize the selection of the optimal traffic travel path based on the real-time traffic flow data, avoiding excessive traffic flow concentrated on a few roads, overcoming the lag defect of the traditional static allocation model when performing traffic flow allocation, and significantly improving the route recommendation effect of traffic travel.

[0049] Other features and advantages of the present application will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present application. The purposes and other advantages of the present application can be achieved and obtained through the structures particularly pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 This is a flow chart of a method for recommending a route for transportation provided in one embodiment of the present application;

[0051] Figure 2 This is a flowchart of a method for recommending a transportation route provided by another embodiment of the present application;

[0052] Figure 3 This is a flowchart of a method for recommending a transportation route provided by another embodiment of the present application;

[0053] Figure 4 This is a flowchart of a method for recommending a transportation route provided by another embodiment of the present application;

[0054] Figure 5 This is a flowchart of a method for recommending a transportation route provided by another embodiment of the present application;

[0055] Figure 6 This is a flowchart of a method for recommending a transportation route provided by another embodiment of the present application;

[0056] Figure 7is a schematic diagram of a transportation route recommendation device provided in one embodiment of the present application;

[0057] Figure 8 This is a schematic diagram of the hardware structure of the electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0058] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0059] It should be noted that although the device schematics illustrate functional module divisions and the flowcharts illustrate logical sequences, in certain circumstances, the steps shown or described may be performed in a sequence that differs from the module divisions in the device or the sequence in the flowcharts. The terms "first," "second," and so on, in the specification, claims, and drawings, are used to distinguish similar items and are not necessarily used to describe a specific sequence or precedence.

[0060] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which this application pertains. The terms used herein are for the purpose of describing the embodiments of this application only and are not intended to limit this application.

[0061] The present application can be used in many general or special computer system environments or configurations. For example: personal computers, server computers, handheld or portable devices, tablet devices, multiprocessor systems, microprocessor-based systems, set-top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, distributed computing environments including any of the above systems or devices, and the like. 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, and the like that perform specific tasks or implement specific abstract data types. The present application can also be practiced in distributed computing environments in which tasks are performed by remote processing devices connected via a communication network. In a distributed computing environment, program modules can be located in local and remote computer storage media, including storage devices.

[0062] At present, with the acceleration of urbanization and the diversification of residents' travel needs (such as mixed transfers between public transportation, private cars, motorcycles and other travel modes), residents' travel flow has also increased. Due to the unreasonable arrangement of traffic travel flow, congestion has occurred in residents' travel.

[0063] Related technologies use a four-stage method and discrete choice model to predict urban traffic travel flow. Specifically, the urban traffic travel volume is estimated based on macro data such as population distribution and land use. The gravity model or growth coefficient method is then used to construct a traffic travel matrix. The Logit discrete choice model is then used to calculate the probability of residents choosing different modes of transportation, so as to distribute the urban traffic travel volume according to different modes of transportation. Finally, the traffic travel flow distribution is achieved through the system optimal allocation algorithm.

[0064] However, related technologies use static allocation models, which constantly adjust travel routes based on real-time traffic conditions during residents' actual travel. Static allocation models cannot reflect road congestion in real time, resulting in poor route recommendation results for urban transportation. Therefore, improving route recommendation effectiveness for transportation has become an urgent issue.

[0065] Based on this, the embodiments of the present application provide a method and device for recommending a route based on transportation travel, an electronic device, and a storage medium, which improves the route recommendation effect of urban transportation travel by considering the impact of real-time traffic flow on the transportation travel route.

[0066] The method and device for recommending a route based on transportation, the electronic device, and the storage medium provided in the embodiments of the present application are specifically described through the following embodiments. First, the method for recommending a route based on transportation in the embodiments of the present application is described.

[0067] Figure 1 This is an optional flowchart of the method for recommending a transportation route provided in an embodiment of the present application. Figure 1 The method may include but is not limited to steps S101 to S105.

[0068] Step S101: Acquire road network topology data, travel start location, travel end location, and real-time traffic demand data.

[0069] Step S102: determining a first number of candidate traffic routes in the road network topology data according to the travel start location and the travel end location.

[0070] Step S103 : extracting traffic flow information matching a first number of candidate traffic routes from the traffic demand data.

[0071] Step S104 , calculating the traffic cost of each candidate traffic path based on the real-time traffic flow information, and obtaining target cost calculation data corresponding to each candidate traffic path.

[0072] Step S105 : Screening the first number of candidate transportation routes based on the target cost calculation data to obtain a target recommended route.

[0073] In steps S101 to S105 shown in the embodiment of the present application, first, by obtaining the road network topology data, the travel start location, the travel end location, and the real-time traffic demand data of the target city, comprehensive and real-time basic information is provided for traffic flow allocation. Furthermore, multiple alternative traffic paths are determined in the road network topology data based on the travel start and end locations, providing a rich selection of paths for subsequent path recommendations. Secondly, traffic flow information matching the alternative traffic paths is extracted from the traffic demand data, and 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. Traffic cost is calculated for each alternative traffic path based on the traffic flow information, and traffic cost calculation can be performed based on actual traffic flow data, avoiding cost calculation deviations caused by inaccurate traffic flow information. Finally, the first number of alternative traffic paths are screened based on the cost calculation data, and the optimal traffic travel path can be selected based on real-time traffic flow data, avoiding excessive traffic flow concentration on a few roads, overcoming the hysteresis defect of the traditional static allocation model when performing traffic flow allocation, and significantly improving the effect of traffic travel path recommendation.

[0074] In step S101 of some embodiments, specifically, the road network topology data refers to structured data of the road network in the city, including but not limited to individual city roads, road connection relationships, road categories, road intersections, etc.

[0075] Specifically, the travel start location and the travel end location refer to the starting and ending locations of the user group's planned travel, which are usually expressed in the form of geographic coordinates.

[0076] Specifically, real-time traffic demand data refers to the real-time urban traffic demand situation, which is used to reflect the traffic flow situation of user groups traveling on each road at the current moment, including but not limited to the number of user groups who need to travel, the number of vehicles and the speed of vehicles on each section of the road during the current period.

[0077] In this embodiment, by obtaining road network topology data, travel starting location, travel end location and real-time traffic demand data, static road network structure data and dynamic urban traffic status data can be realized, providing comprehensive data support for subsequent route recommendations.

[0078] In step S102 of some embodiments, specifically, the alternative traffic path refers to a set of paths that meet road traffic conditions between the starting and ending points of the trip, and the alternative traffic paths include traffic paths of private car travel mode category, motorcycle travel mode category and public transportation travel mode category.

[0079] Specifically, the traffic transfer rules for different travel mode categories can be expressed in the following table:

[0080]

[0081] Specifically, based on the above-mentioned traffic transfer rules, it can be determined that the paths of the private car travel mode category include traffic paths using private car transportation and traffic paths using private car and public transportation travel modes; the paths of the motorcycle travel mode category include traffic paths using motorcycle transportation and traffic paths using motorcycle and public transportation travel modes; the paths of the traffic travel mode category include paths using public transportation and slow-moving transportation travel modes, paths using taxi transportation and paths using taxi and public transportation travel modes.

[0082] Specifically, the first number can be determined based on actual travel needs and is not limited here.

[0083] For example, when traveling from residential area A to commercial area B, a user can select 5 routes from the traffic routes of each travel mode category as alternative routes, that is, the first number of alternative traffic routes is 15 alternative traffic routes.

[0084] In this embodiment, a first number of alternative traffic paths are determined in the road network topology data based on the starting and ending locations of the trip, which can provide traffic path options including different mode categories for subsequent path recommendations, effectively avoiding the passive situation caused by a single traffic path in the event of sudden congestion.

[0085] In step S103 of some embodiments, specifically, the traffic flow information refers to the number of user groups who need to travel on the alternative traffic routes in the current time period.

[0086] For example, within one hour, the total number of user groups who need to travel from residential area A to commercial area B is 6,000. The number of user groups corresponding to each different travel mode category is first determined, that is, the number of user groups of alternative transportation paths corresponding to the private car travel mode category can be 2,000, the number of user groups of alternative transportation paths corresponding to the motorcycle travel mode category can be 1,000, and the number of user groups of alternative transportation paths corresponding to the public transportation travel mode category can be 3,000. The number of user groups of each alternative transportation path corresponding to the transportation modes of different travel mode categories is further determined, that is, the number of user groups of private car transportation can be 1,500, and the number of user groups of transferring between private car and public transportation can be 500.

[0087] In this embodiment, by extracting traffic flow information matching the first number of alternative traffic paths from the 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, and achieving accurate matching between the planned path and the actual traffic conditions, thereby effectively solving the problem that the static allocation model cannot reflect the road congestion situation.

[0088] See also Figure 2 In some embodiments, step S104 may include, but is not limited to, steps S201 to S202.

[0089] Step S201 : performing preliminary cost calculation on each candidate traffic route to obtain preliminary cost data of each candidate traffic route.

[0090] In step S202, the preliminary road segment traffic flow of each alternative traffic path is determined based on the preliminary cost data of each alternative traffic path, and an advanced cost calculation is performed on each alternative traffic path based on the preliminary road segment traffic flow of each alternative traffic path to obtain target cost calculation data corresponding to each alternative traffic path.

[0091] 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 unclear, 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.

[0092] See also Figure 3 In some embodiments, the alternative traffic path includes multiple passable road segments, and step S201 may include, but is not limited to, steps S301 to S303.

[0093] Step S301 : For each candidate traffic route, obtain the section travel cost corresponding to each passable section and the section transfer cost between each passable section.

[0094] Step S302 : Obtain the congestion status weight of each candidate traffic path; wherein the congestion status weight is used to represent the past congestion status of the candidate traffic path.

[0095] Step S303 : For each alternative traffic route, the path cost is calculated based on the corresponding road section travel cost, road section transfer cost and past congestion status to obtain corresponding preliminary cost data.

[0096] In step S301 of some embodiments, specifically, the road segment travel cost refers to the cost incurred when a vehicle travels on each road segment of each alternative traffic path, including but not limited to travel time cost, fuel cost, etc.

[0097] Specifically, the road section transfer cost refers to the additional cost incurred when switching between different travel modes between different road sections, including but not limited to transfer time, stop time and additional driving distance cost.

[0098] For example, taking a highway exit onto a city road may require additional time and fuel.

[0099] In step S302 of some embodiments, specifically, the congestion state weight is a parameter that characterizes the past congestion state of the alternative traffic path, and is used to reflect the difference between the alternative traffic paths selected in congested and empty situations.

[0100] Specifically, the congestion state weight can be determined based on the actual path travel demand, which is not limited here.

[0101] For example, the congestion state weight may be determined based on the road load of the alternative traffic path. If the road load is smaller, it means that the alternative traffic path is less congested, so the congestion state weight is smaller.

[0102] In step S303 of some embodiments, specifically, the preliminary cost data refers to the basic travel cost of the alternative traffic path determined based on static road condition parameters, which is used to simulate the travel cost that the user needs to consider for actual travel, including but not limited to travel time cost, transfer cost, etc.

[0103] Specifically, the path cost can be calculated using the following formula:

[0104]

[0105] in, represents the preliminary cost data corresponding to the alternative traffic path m, l represents the road section corresponding to the alternative traffic path, k represents the mode of transportation, represents the road segment travel cost of travel mode k on the road segment l, represents the congestion state weight on the traffic section l, It represents the transfer cost between each road segment.

[0106] Through steps S301 to S303, the road section travel cost, road section transfer cost and congestion status weight are comprehensively considered to provide a comprehensive preliminary cost assessment for each alternative traffic path. Not only the attributes of the path itself but also the influence of actual traffic conditions are considered, which can improve the accuracy of the cost assessment results.

[0107] In step S202 of some embodiments, specifically, the preliminary road segment traffic flow refers to the traffic flow on the road segments of each candidate traffic path.

[0108] For example, there are 5 alternative traffic routes corresponding to the private car travel mode category from residential area A to commercial area B, recorded as m1-m5, and the corresponding number of user groups is 2000. The preliminary road section traffic flow of m1 can be 1089, the preliminary road section traffic flow of m2 can be 660, the preliminary road section traffic flow of m3 can be 130, the preliminary road section traffic flow of m4 can be 79, and the preliminary road section traffic flow of m5 can be 42.

[0109] See also Figure 4 In some embodiments, step S202 may include, but is not limited to, steps S401 to S408.

[0110] In step S401 , based on the preliminary road section traffic volume of each candidate traffic path, an advanced cost calculation is performed on each candidate traffic path to obtain intermediate cost calculation data corresponding to each candidate traffic path.

[0111] Step S402 : determining a minimum cost path from a first number of candidate transportation paths based on the intermediate cost calculation data corresponding to each candidate transportation path.

[0112] Step S403 : Allocate the full traffic volume to the minimum cost path according to the traffic volume information to obtain the branch traffic volume of each alternative traffic path.

[0113] Step S404 : determining the segment traffic flow on each passable segment in the minimum cost path based on the branch traffic flow of each alternative traffic path.

[0114] Step S405 , converting the vehicle flow rate into vehicle flow rate according to the road section traffic flow rate on each passable road section to obtain the vehicle flow rate data on each passable road section.

[0115] Step S406 , calculating the congestion level based on the vehicle flow data on each road section to obtain the vehicle congestion speed on each road section.

[0116] Step S407: updating the intermediate cost calculation data corresponding to each alternative traffic path according to the vehicle congestion speed to obtain updated intermediate cost calculation data; wherein the updated intermediate cost calculation data includes the additional congestion cost caused by the vehicle congestion.

[0117] Step S408: If the traffic flow on each passable road section in the road network topology data meets the preset traffic flow stability condition, the corresponding intermediate cost calculation data is determined as the target cost calculation data.

[0118] In step S401 of some embodiments, specifically, the intermediate cost calculation data refers to dynamic cost estimation data for the alternative traffic path after considering the preliminary road section traffic volume of the preliminary cost data, which is used to reflect the actual travel cost of the alternative traffic path.

[0119] Specifically, the intermediate cost calculation data can be determined by the following formula:

[0120]

[0121] in, represents the intermediate cost calculation data corresponding to the alternative transportation path m, l represents the road section corresponding to the alternative transportation path, k represents the transportation mode, represents the intermediate section travel cost of travel mode k on the travel section l, It represents the transfer cost of the intermediate sections between each road section.

[0122] Specifically, the travel cost of the intermediate road section is updated by the preliminary road section traffic volume.

[0123] In this embodiment, based on the branch traffic flow of each alternative traffic path, advanced cost calculation is performed on each alternative traffic path to obtain the intermediate cost calculation data corresponding to each alternative traffic path, thereby realizing the dynamic association between traffic flow distribution and path travel cost, more realistically simulating the actual path travel cost of the alternative traffic path, and helping to improve the accuracy of subsequent path flow distribution.

[0124] In step S402 of some embodiments, specifically, the minimum cost path refers to selecting the lowest cost alternative transportation path from the intermediate cost measurement data.

[0125] In step S403 of some embodiments, specifically, full traffic flow distribution refers to distributing all traffic flow information on the determined minimum cost path.

[0126] For example, the minimum cost path corresponding to the private car travel mode category from residential area A to commercial area B is m1. Then all traffic flow information corresponding to the private car travel mode category (that is, the number of user groups 2000) is allocated to the minimum cost path to obtain the branch traffic flow of each alternative traffic path.

[0127] In this embodiment, full traffic flow distribution is performed on the minimum cost path based on traffic flow information, which can simulate the traffic conditions of the minimum cost path during peak hours to determine the load limit of the path and provide data support for subsequent traffic balance distribution.

[0128] In step S404 of some embodiments, specifically, the road section traffic flow refers to the traffic flow corresponding to the transportation mode adopted by the user group when traveling on the road section.

[0129] Specifically, after determining the traffic flow information, the cost calculation data changes dynamically. Since the traffic flow allocation is implemented based on the cost calculation data, it is necessary to further determine the traffic flow changes of each alternative path. The dynamic traffic flow allocation of each alternative traffic path can be achieved through the user balance method.

[0130] Specifically, the traffic flow on each passable road segment in the minimum cost path can be determined by the following formula:

[0131]

[0132] in, It refers to the traffic flow of the travel mode k on the road segment l in the UE (User Balance Method) algorithm. Indicates that user group a starts from the starting location of the trip To the destination of the trip The branch traffic flow of the alternative traffic path m, Indicates that the alternative traffic path includes the passable road segment l.

[0133] In this embodiment, based on the minimum cost path after the full traffic distribution, the section traffic flow on each pass section in the minimum cost path is determined. By summing the branch traffic flows of all alternative traffic paths containing pass sections, the total traffic flow corresponding to the traffic mode on the pass section under the user balance state can be calculated. This helps to understand the traffic flow distribution corresponding to different pass sections and traffic modes under the user balance state, and provides data support for subsequent traffic flow distribution.

[0134] In step S405 of some embodiments, specifically, vehicle flow data refers to equivalent data of all passing motor vehicles on the road section, and equivalent data refers to the sum of traffic flows of different types of vehicles converted into equivalent standard car flows.

[0135] Specifically, the vehicle flow data on each road section can be determined by the following formula:

[0136]

[0137] in, Indicates the vehicle flow data on the traffic section l in the UE algorithm, It refers to the traffic flow of the travel mode k on the road segment l in the UE algorithm. represents the average number of passengers per trip using mode k, represents the equivalent rate of transportation mode k converted into a standard car, Indicates the duration of the peak period. The default value is 2 hours for morning and evening peaks, 20 hours for off-peak periods, and 24 hours for the average day.

[0138] Specifically, vehicle flow conversion is performed based on the road traffic flow on each pass section to obtain vehicle flow data on each pass section. Traffic flow data of different transportation modes on the pass section can be converted into equivalent car flow, and the traffic flow data can be converted into equivalent vehicle flow data calculation, which helps to efficiently and accurately evaluate the flow distribution of the pass section.

[0139] In step S406 of some embodiments, specifically, the vehicle congestion speed refers to the vehicle driving speed when each road section is congested.

[0140] Specifically, the vehicle congestion speed on each road section can be calculated using the following formula:

[0141]

[0142] in, In the UE algorithm, the vehicle congestion speed of the traffic mode k on the road section l, v represents the congestion-free speed of vehicles of travel mode k on the road segment l under free flow (i.e., no congestion) conditions, represents the speed attenuation coefficient of the traffic section l, Indicates the relationship index between flow and speed of the traffic section l, which is used to adjust the nonlinear characteristics of speed attenuation. Represents the traffic capacity of the road section l.

[0143] In this embodiment, the congestion level is calculated based on the vehicle flow data on each road section to obtain the vehicle congestion speed on each road section. This can quantify the congestion level of the road section and provide congestion level data support for subsequent path cost updates, which helps to more accurately evaluate the cost of the path under actual traffic conditions.

[0144] In step S407 of some embodiments, specifically, the updated intermediate cost calculation data refers to the cost of travel mode k on the travel section l, including but not limited to the time cost and monetary cost of additional congestion caused by vehicle congestion. Since the time cost takes into account the vehicle congestion speed and the monetary cost takes into account the fuel consumption of the congested vehicle, the intermediate cost calculation data needs to be updated.

[0145] For example, since m1 is congested due to high traffic after full 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 at 29, the cost of m4 remains at 31, and the cost of m5 increases from 33.5 to 35. The path costs of m2 and m5 also increase because some sections of the road overlap with m1. Due to the increase in the cost of the overlapping sections, the total path costs of m1, m2, and m5 increase. Furthermore, a path is a combination of a set of sections + transportation modes. For example, path m5 is [Dayong Road-Car] + [Zhannan Road-Car] + [Nanshan Avenue-Bus] + [Guangyuan Expressway-Bus]. If m1 includes Zhannan Road, the full traffic allocation of m1 will cause congestion on Zhannan Road, which will in turn affect the path cost of m5.

[0146] Specifically, the updated intermediate cost calculation data can be determined by the following formula:

[0147]

[0148] in, represents the updated intermediate cost calculation data of travel mode k on the passable road section l under the UE algorithm, represents the road section travel cost of travel mode k on the road section l under the UE algorithm, It represents the transfer cost between each road segment.

[0149] In this embodiment, the intermediate cost calculation data corresponding to each alternative traffic path is updated according to the vehicle congestion speed, and the updated intermediate cost calculation data is obtained. It can take into account the actual traffic congestion situation of the pass section, facilitate the subsequent adjustment of the path flow distribution based on the cost calculation data considering the actual traffic congestion, and help to select the optimal traffic travel path in the subsequent time.

[0150] See also Figure 5 In some embodiments, before step S408 , the method for recommending a route for transportation travel may include, but is not limited to, steps S501 to S507 .

[0151] Step S501: If the updated intermediate cost calculation data does not belong to the minimum cost calculation data, a traffic flow transfer calculation is performed on the traffic flow on each passable road section to obtain traffic flow transfer data on each passable road section.

[0152] Step S502: Based on the traffic flow transfer data, a vehicle flow transfer calculation is performed on the vehicle flow data on each traffic section to obtain the vehicle flow transfer data on each traffic section.

[0153] Step S503: Calculate the flow transfer coefficient based on a preset cost objective function to obtain the flow transfer coefficient.

[0154] Step S504 , based on the vehicle flow transfer data on each traffic section and the corresponding flow transfer coefficient, the section traffic flow on each traffic section is updated to obtain an updated section traffic flow.

[0155] Step S505: Update the vehicle flow data on each traffic section to obtain updated vehicle flow data.

[0156] Step S506: If the updated vehicle traffic data does not meet the predetermined vehicle traffic convergence conditions, then based on the updated road section traffic flow, return to execute the vehicle traffic conversion according to the road section traffic flow on each traffic section until the updated vehicle traffic data meets the vehicle traffic convergence conditions, and redetermine the branch traffic flow of each alternative traffic path.

[0157] Step S507 : Based on the branch traffic flows re-determined for each alternative traffic path, traffic flow stability evaluation is performed on the traffic flow of each traffic segment in the road network topology data.

[0158] In step S501 of some embodiments, specifically, the traffic flow transfer data refers to the traffic flow of a portion of the road section that needs to be transferred due to congestion in the portion of the road section caused by an increase in the cost of the portion of the road section.

[0159] Specifically, for all (Branch traffic flow), if the updated intermediate cost calculation data meets the following minimum cost calculation conditions: , it means that the updated intermediate cost calculation data is the minimum cost calculation data. If the updated intermediate cost calculation data does not meet the above minimum cost calculation conditions, then Transfer to specific i, j, a Minimum traffic path Up, that is , so as to obtain the traffic flow of each path transfer branch , after summing up, we get .in, Indicates the intermediate cost calculation data of travel mode category M from the travel starting location i to the travel end location j in the UE algorithm, Indicates the minimum intermediate cost calculation data of the alternative transportation path m using the travel mode category M from the travel starting location i to the travel end location j in the UE algorithm, indicating that in the UE algorithm, it indicates that from the user group a from the travel starting location To the destination of the trip The minimum alternative transportation path The transfer branch traffic flow.

[0160] Specifically, the traffic flow transfer data on each traffic section can be determined by the following formula:

[0161]

[0162] in, In the UE algorithm, the traffic flow transfer data of the traffic mode k on the traffic section l is represented. In the UE algorithm, it indicates that user group a starts from the starting position of the trip To the destination of the trip The transfer branch traffic flow of alternative traffic path m.

[0163] In this embodiment, if the updated intermediate cost calculation data does not belong to the minimum cost calculation data, the traffic flow transfer calculation is performed on the section traffic flow on each traffic section to obtain the traffic flow transfer data on each traffic section, which can redistribute the traffic flow of the path to reduce the traffic flow of congested sections, effectively avoiding congestion in users' travel.

[0164] 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 traffic section during the traffic flow transfer process.

[0165] Specifically, the vehicle flow transfer data on each road section can be determined by the following formula:

[0166]

[0167] in, Indicates the vehicle flow transfer data on the passable road section l in the UE algorithm; In the UE algorithm, the traffic flow transfer data of the traffic mode k on the traffic section l is represented. represents the average number of passengers per trip using mode k, represents the equivalent rate of transportation mode k converted into a standard car, Indicates the duration of the peak period. The default value is 2 hours for morning and evening peaks, 20 hours for off-peak periods, and 24 hours for the average day.

[0168] Specifically, based on the traffic flow transfer data, the vehicle flow data on each traffic section is calculated for vehicle flow transfer, and the vehicle flow transfer data on each traffic section is obtained, which can ensure that the flow transfer plan conforms to the actual road usage characteristics and help improve the accuracy of subsequent path flow distribution.

[0169] In step S503 of some embodiments, specifically, the flow transfer coefficient refers to the flow transfer ratio relationship between different traffic sections during the section flow transfer process.

[0170] Specifically, in the UE algorithm, the cost objective function can be determined by setting the initial flow transfer coefficient and combining the initial flow transfer coefficient with the vehicle flow data on the pass section, the flow transfer data of the transportation mode on the pass section, the equivalent rate of the transportation mode converted into a standard car, the peak period, the average number of people loaded in a single trip of the transportation mode, and the section travel cost of the transportation mode on the pass section.

[0171] Specifically, the flow transfer coefficient can be determined using a bisection method. This involves calculating the partial differential of the cost objective function to obtain its derivative. If the derivative is negative, indicating that the cost objective function decreases as the flow transfer coefficient increases, the flow transfer coefficient is increased (e.g., if the initial flow transfer coefficient is 0.5, then the flow transfer coefficient is bisectioned within the interval [0.5, 1] ​​to determine that the flow transfer coefficient is increased to 0.75). If the derivative is positive, indicating that the cost objective function increases as the flow transfer coefficient increases, the flow transfer coefficient is decreased (e.g., if the initial flow transfer coefficient is 0.5, then the flow transfer coefficient is bisectioned within the interval [0, 0.5] to determine that the flow transfer coefficient is decreased to 0.25). The flow transfer coefficient is further iterated based on the derivative until the derivative of the cost objective function reaches a minimum, thereby determining the final flow transfer coefficient. The cost objective function is used to describe the cumulative cost of all travel modes on all accessible road segments.

[0172] Specifically, the flow transfer coefficient may be 0.36.

[0173] In this embodiment, the flow transfer coefficient is calculated based on a preset cost objective function to obtain the flow transfer coefficient, which can quantify the proportion of flow that needs to be transferred between different road sections, further improving the accuracy of path traffic flow distribution.

[0174] In step S504 of some embodiments, the updated road section traffic flow may be determined specifically by the following formula:

[0175]

[0176] in, Indicates the updated traffic flow on the road segment l in the UE algorithm, It represents the traffic flow on the road segment l obtained by the last iteration of the user balance method in the UE algorithm. represents the flow transfer coefficient, It represents the traffic flow transfer data of travel mode k on the traffic section l in the UE algorithm.

[0177] In step S505 of some embodiments, the updated vehicle flow data may be determined using the following formula:

[0178]

[0179] in, Indicates the updated vehicle flow data on the traffic section l in the UE algorithm, represents the vehicle flow data on the traffic section l obtained in the last iteration of the user balance method, represents the average number of passengers per trip using mode k, represents the equivalent rate of transportation mode k converted into a standard car, Indicates the duration of the peak period. The default value is 2 hours for morning and evening peaks, 20 hours for off-peak periods, and 24 hours for the average day.

[0180] In this embodiment, by updating the vehicle flow data on each traffic section, the updated vehicle flow data is obtained, which can realize the redistribution of the motor vehicle equivalents of different traffic sections, and effectively reduce the path congestion when users travel.

[0181] In step S506 of some embodiments, the vehicle flow convergence condition may be specifically expressed by the following formula:

[0182]

[0183] in, Indicates the updated vehicle flow data on the traffic section l in the UE algorithm, represents the vehicle flow data of the traffic mode on the passable road section l obtained in the last iteration of the user balance method, represents the vehicle flow data on the traffic section l obtained in the last iteration of the user balance method, It represents a predetermined accuracy value, which can be 1% of the sum of the equivalent number of motor vehicles on all traffic sections.

[0184] In this embodiment, if the updated vehicle flow data does not meet the predetermined vehicle flow convergence conditions, indicating that the path may still be congested, then based on the updated section traffic flow, the process returns to execute the vehicle flow conversion according to the section traffic flow on each traffic section until the updated vehicle flow data meets the vehicle flow convergence conditions, and the branch traffic flow of each alternative traffic path is re-determined. The vehicle flow data is continuously iterated and updated until the convergence conditions are met to ensure the accuracy and stability of the vehicle flow data, thereby further reducing the congestion of the traffic path and significantly improving the effect of path traffic flow distribution.

[0185] See also Figure 6In some embodiments, step S507 may include but is not limited to steps S601 to S602:

[0186] Step S601 : Based on the branch traffic flows of each candidate traffic path, the traffic flow change rate and traffic flow change speed of each passable road section in the road network topology data are determined.

[0187] Step S602: If the traffic flow change rate of each passable road 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 it is determined that the section traffic flow on each passable road section in the road network topology data meets the traffic flow stability condition.

[0188] In step S601 of some embodiments, specifically, the traffic flow change rate refers to the degree of change in traffic flow on the passable road section within the current time period; the traffic flow change speed refers to the change in the speed of motor vehicles on the passable road section in response to the degree of change in traffic flow within the current time period.

[0189] In some embodiments, after step S601, that is, after determining the traffic flow change rate and traffic flow change speed of each passable road segment in the road network topology data based on the branch traffic flow of each alternative traffic path, the following steps are further included:

[0190] If the traffic flow change rate of each passable road section does not meet the flow change rate stability condition, or the traffic flow change speed does not meet the flow change speed stability condition, based on the updated vehicle congestion speed and the updated section traffic flow of each passable road section, return to execute 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 passable road section 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 passable road section in the road network topology data meets the traffic flow stability condition.

[0191] Specifically, the flow rate stability condition refers to the condition for all road sections The absolute value of the traffic flow change rate meets the traffic flow change threshold. The traffic flow change speed stability condition means that for all road sections The absolute value of the traffic flow change speed satisfies the traffic flow change speed threshold. The traffic flow change threshold and the traffic flow change speed threshold are determined based on actual traffic conditions and are not limited here.

[0192] Specifically, the flow rate change stability condition can be determined by the following formula:

[0193]

[0194] in, represents the traffic flow on the road segment l, It represents the traffic flow on the road segment l selected in the previous round of alternative traffic paths.

[0195] Specifically, the flow rate stability condition can be determined by the following formula:

[0196]

[0197] in, represents the congestion speed of vehicles of traffic mode k on the road segment l, It represents the congestion speed of the vehicle of traffic mode k on the road section l selected in the previous round of alternative traffic paths.

[0198] For example, the flow rate stability condition can be The absolute value of the traffic flow change rate is less than or equal to 10% of the traffic flow change, and the traffic flow change rate stability condition can be for all road sections The absolute value of the traffic flow change rate is less than or equal to 10% of the traffic flow speed change.

[0199] Specifically, if the traffic flow change rate of each pass 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 be congested, and it is necessary to continue to optimize the traffic flow distribution adjustment. Based on the updated vehicle congestion speed and the updated section traffic flow of each pass section, the process of calculating the traffic cost of each alternative traffic path based on the real-time traffic flow information can be returned to recalculate the cost of the alternative traffic path until the traffic flow change rate of each pass section meets the preset traffic flow change rate stability condition, and the traffic flow change speed meets the preset traffic change speed stability condition. This can realize dynamic adjustment of the traffic flow distribution of the traffic path to adapt to the ever-changing traffic path conditions. By continuously evaluating and adjusting the traffic cost, the stability of the traffic flow distribution is further ensured, effectively reducing user travel congestion and improving the effect of traffic flow distribution.

[0200] In step S602 of some embodiments, specifically, if the traffic flow change rate of each passable road section meets the preset flow change rate stability condition, and the traffic flow change speed meets the preset flow change speed stability condition, then the section traffic flow on each passable road section in the road network topology data is determined to meet the traffic flow stability condition, and the evaluation of traffic flow distribution can be realized through the dual verification mechanism of traffic flow and vehicle congestion speed, further improving the reliability of traffic flow distribution, overcoming the lag defect of traditional static distribution model in traffic flow distribution, and improving the flow distribution effect of urban transportation.

[0201] Through steps S601 to S602, the evaluation of traffic flow distribution can be achieved through the dual verification mechanism of traffic flow and vehicle congestion speed, thereby improving the reliability of traffic flow distribution, effectively preventing normal traffic flow fluctuations from being judged as unstable, and timely capturing potential signs of path congestion, overcoming the lag defect of traditional static distribution models in traffic flow distribution, and significantly improving the flow distribution effect of urban transportation.

[0202] Through steps S501 to S507, by calculating the vehicle flow transfer data that needs to be transferred, the traffic flow transfer data and the flow transfer coefficient, the traffic flow distribution update process can be realized. By continuously optimizing and adjusting the distribution of traffic flow in the traffic section, the balance and stability of traffic flow can be finally achieved, overcoming the lag defect of the traditional static distribution model in traffic flow distribution, helping to improve the operating efficiency of the transportation network and reduce traffic congestion.

[0203] Through steps S401 to S408, by comprehensively considering factors such as traffic flow, vehicle flow, congestion level, etc. of the alternative traffic paths, advanced cost calculations are 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 results more accurate, facilitating the subsequent recommendation of the optimal traffic path for users, thereby improving the path recommendation effect of transportation travel.

[0204] In step S105 of some embodiments, the target recommended route refers to an alternative traffic route with the lowest comprehensive traffic cost under the current traffic conditions.

[0205] Specifically, for each alternative transportation route, the alternative transportation route with the lowest target cost from the corresponding target cost calculation data is selected as the target recommended route.

[0206] In this embodiment, a first number of alternative traffic paths are screened based on the target cost measurement data to obtain a target recommended path. This can realize the selection of the optimal traffic travel path based on real-time traffic flow data, avoid excessive traffic flow concentrated 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.

[0207] The route recommendation method for traffic travel proposed in this application first provides comprehensive and real-time basic information for traffic flow allocation by obtaining road network topology data, travel start locations, travel end locations and real-time traffic demand data of the target city, and further determines multiple alternative traffic paths in the road network topology data based on the travel start and end locations, providing a rich selection of paths for subsequent route recommendation; secondly, traffic flow information matching the alternative traffic paths is extracted from the traffic demand data, which can effectively obtain 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 of each alternative traffic path based on the traffic flow information. The traffic cost can be calculated based on the actual traffic flow data, avoiding cost calculation deviations caused by inaccurate traffic flow information; finally, the first number of alternative traffic paths are screened based on the cost calculation data, which can realize the selection of the optimal traffic travel path based on the real-time traffic flow data, avoiding excessive traffic flow concentrated on a few roads, overcoming the lag defect of the traditional static allocation model when performing traffic flow allocation, and significantly improving the route recommendation effect of traffic travel.

[0208] See also Figure 7 The present application also provides a device for recommending a route for a travel, which can implement the above-mentioned method for recommending a route for a travel, including:

[0209] Traffic travel data acquisition module, used to obtain road network topology data, trip start location, trip end location and real-time traffic demand data;

[0210] A traffic path acquisition module, configured to determine a first number of candidate traffic paths in the road network topology data according to a trip start location and a trip end location;

[0211] A traffic flow information extraction module is used to extract traffic flow information matching a first number of candidate traffic routes from the traffic demand data;

[0212] The traffic cost calculation module is used to calculate the traffic cost of each alternative traffic path based on real-time traffic flow information and obtain the target cost calculation data corresponding to each alternative traffic path;

[0213] The path screening module is used to screen the first number of candidate transportation paths based on the target cost measurement data to obtain a target recommended path.

[0214] In a third aspect, an embodiment of the present application provides an electronic device comprising: a memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, a method for recommending a route for transportation as described in any one of the embodiments of the first aspect of the present application is implemented.

[0215] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, which stores a program, and the program is executed by a processor to implement a method for recommending a route for transportation as described in any one of the embodiments of the first aspect of the present application.

[0216] See also Figure 8 , Figure 8 The hardware structure of an electronic device according to another embodiment is shown. The electronic device includes:

[0217] The processor 801 may be implemented as a general-purpose CPU (Central Processing Unit), a microprocessor, an application-specific integrated circuit (ASIC), or one or more integrated circuits, and is configured to execute relevant programs to implement the technical solutions provided in the embodiments of the present application.

[0218] The memory 802 can be implemented in the form of 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 the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory 802 and is called by the processor 801 to execute the route recommendation method for travel in the embodiments of this application.

[0219] Input / output interface 803, used to implement information input and output;

[0220] Communication interface 804, used to implement communication interaction between this device and other devices, which can be achieved through wired means (such as USB, network cable, etc.) or wireless means (such as mobile network, WiFi, Bluetooth, etc.);

[0221] Bus 805 , which transmits information between components of the device (e.g., processor 801 , memory 802 , input / output interface 803 , and communication interface 804 );

[0222] The processor 801 , the memory 802 , the input / output interface 803 and the communication interface 804 are connected to each other in communication within the device via a bus 805 .

[0223] An embodiment of the present application further provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-mentioned method for recommending a route for transportation.

[0224] The memory, as a non-transient computer-readable storage medium, can be used to store non-transient software programs and non-transient computer executable programs. In addition, the memory may include a high-speed random access memory and may also include a non-transient memory, such as at least one disk storage device, a flash memory device, or other non-transient solid-state storage device. In some embodiments, the memory may optionally include a memory remotely arranged relative to the processor, and these remote memories may be connected to the processor via a network. Examples of the above-mentioned network include, but are not limited to, the Internet, an intranet, a local area network, a mobile communication network, and combinations thereof.

[0225] The embodiments described in the embodiments of this application are intended to more clearly illustrate the technical solutions of the embodiments of this application and do not constitute a limitation on the technical solutions provided by the embodiments of this application. Those skilled in the art will appreciate that with the evolution of technology and the emergence of new application scenarios, the technical solutions provided in the embodiments of this application are also applicable to similar technical problems.

[0226] Those skilled in the art will 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 shown in the figures, or a combination of certain steps, or different steps.

[0227] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, i.e., they may be located in one place or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of this embodiment.

[0228] Those skilled in the art will appreciate that all or some of the steps in the methods, systems, and functional modules / units in the devices disclosed above may be implemented as software, firmware, hardware, or appropriate combinations thereof.

[0229] The terms "first," "second," "third," "fourth," and the like (if any) in the specification of the present application and the accompanying drawings are used to distinguish similar objects and are not necessarily used to describe a particular order or precedence. It should be understood that the terms used in this manner are interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in orders other than those illustrated or described herein. In addition, the terms "including" and "having," and any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such process, method, product, or apparatus.

[0230] It should be understood that in this application, "at least one (item)" means one or more, and "more" 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 mean: only A exists, only B exists, and A and B exist at the same time, where A and B can be singular or plural. The character " / " generally indicates that the previous and next associated objects are in an "or" relationship. "At least one of the following items" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, or c can mean: 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 plural.

[0231] In the 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 schematic. For example, the division of the above-mentioned units is only a logical function division. In actual implementation, there may be other division methods, such as 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 mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0232] The units described above as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0233] In addition, the functional units in the various embodiments of the present application may be integrated into a single processing unit, or each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0234] If 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 the present application, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes multiple instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of various embodiments of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM), random access memory (RAM), disk or optical disk, and other media that can store programs.

[0235] The preferred embodiments of the present invention are described above with reference to the accompanying drawings, but are not intended to limit the scope of the present invention. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and essence of the present invention should be within the scope of the present invention.

Claims

1. A method for recommending a route for a traffic trip, characterized in that: The method comprises: Obtain road network topology data, trip start and end locations, 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 a first number of the candidate traffic routes from the traffic demand data; Calculating the traffic cost of 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 transportation routes based on the target cost calculation data to obtain a target recommended route; The traffic cost calculation for each of the alternative traffic paths is performed based on the real-time traffic flow information to obtain target cost calculation data corresponding to each of the alternative traffic paths, including: Performing preliminary cost calculation on each of the alternative transportation routes to obtain preliminary cost data for each of the alternative transportation routes; Determining preliminary road segment traffic flow 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 road segment traffic flow of each of the alternative traffic paths to obtain target cost calculation data corresponding to each of the alternative traffic paths; The step of performing an advanced cost calculation on each of the candidate traffic paths based on the preliminary road segment traffic flow to obtain target cost calculation data corresponding to each of the candidate traffic paths includes: Based on the preliminary road section traffic volume of each of the alternative traffic paths, performing advanced cost calculation on 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 a first number of the alternative transportation paths based on the intermediate cost calculation data corresponding to each of the alternative transportation paths; Allocating the full traffic volume to the minimum cost path according to the traffic volume information to obtain the branch traffic volume of each alternative traffic path; Determining the segment traffic flow on each passable road segment in the minimum cost path based on the branch traffic flow of each alternative traffic path; Performing vehicle flow conversion according to the section traffic flow on each of the passable road sections to obtain vehicle flow data on each of the passable road sections; Calculating the degree of congestion based on the vehicle flow data on each of the passable road sections to obtain the vehicle congestion speed on each of the passable road sections; updating the intermediate cost calculation data corresponding to each of the alternative traffic routes based on the vehicle congestion speed to obtain updated intermediate cost calculation data; wherein the updated intermediate cost calculation data includes additional congestion costs caused by vehicle congestion; If the traffic flow on each of the traffic sections in the road network topology data meets the preset traffic flow stability condition, the corresponding intermediate cost calculation data will be determined as the target cost calculation data.

2. The method according to claim 1, characterized in that The alternative traffic path includes a plurality of passable road sections, and performing preliminary cost calculation on each of the alternative traffic paths to obtain preliminary cost data for each of the alternative traffic paths includes: For each of the alternative traffic routes, obtaining the section travel cost corresponding to each of the passable sections and the section transfer cost between the passable sections; Obtaining a congestion state weight of each of the alternative traffic paths; wherein the congestion state weight is used to characterize the past congestion state of the alternative traffic path; For each of the alternative traffic paths, the path cost is calculated based on the corresponding road section travel cost, the road section transfer cost and the past congestion status to obtain the corresponding preliminary cost data.

3. The method according to claim 1, characterized in that If the traffic flow on each of the passable road sections in the road network topology data satisfies a preset traffic flow stability condition, before determining the corresponding intermediate cost calculation data as the target cost calculation data, the method further includes: If the updated intermediate cost calculation data does not belong to the minimum cost calculation data, then performing a traffic flow transfer calculation on the section traffic flow on each of the passable road sections to obtain traffic flow transfer data on each of the passable road sections; Based on the traffic flow transfer data, performing vehicle flow transfer calculation on the vehicle flow data on each of the traffic sections to obtain the vehicle flow transfer data on each of the traffic sections; Calculate the flow transfer coefficient based on the preset cost objective function to obtain the flow transfer coefficient; Based on the vehicle flow transfer data on each of the passable road sections and the corresponding flow transfer coefficient, the section traffic flow on each of the passable road sections is updated to obtain the updated section traffic flow; Updating the vehicle flow data on each of the passable road sections to obtain updated vehicle flow data; If the updated vehicle flow data does not meet the predetermined vehicle flow convergence condition, then based on the updated road segment traffic flow, return to executing the vehicle flow conversion according to the road segment traffic flow on each of the passable road segments until the updated vehicle flow data meets the vehicle flow convergence condition, and redetermine the branch traffic flow of each of the alternative traffic paths; Based on the branch traffic flows re-determined for each of the alternative traffic paths, a traffic flow stability assessment is performed on the section traffic flow on each of the traffic sections in the road network topology data.

4. The method according to claim 3, characterized in that The traffic flow stability evaluation is performed on the segment traffic flow of each of the traffic segments in the road network topology data based on the branch traffic flow re-determined by each of the alternative traffic paths, including: Determining the traffic flow change rate and traffic flow change speed of each of the passable road sections in the road network topology data based on the branch traffic flow of each of the alternative traffic paths; If the traffic flow change rate of each of the passable road sections meets the preset flow change rate stability condition, and the traffic flow change speed meets the preset flow change speed stability condition, then it is determined that the section traffic flow on each of the passable road sections in the road network topology data meets the traffic flow stability condition.

5. The method according to claim 4, characterized in that After determining the traffic flow change rate and traffic flow change speed of each of the passable road sections in the road network topology data based on the branch traffic flow of each of the alternative traffic paths, the method further includes: If the traffic flow change rate of each of the passable sections does not meet the flow change rate stability condition, or the traffic flow change speed does not meet the flow change speed stability condition, based on the updated vehicle congestion speed and the updated section traffic flow of each of the passable sections, 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 passable 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 passable sections in the road network topology data meets the traffic flow stability condition.

6. A route recommendation device for transportation, characterized in that: include: Traffic travel data acquisition module, used to obtain road network topology data, trip start location, trip end location and real-time traffic demand data; A traffic path acquisition module, configured to determine a first number of candidate traffic paths in the road network topology data according to the travel start location and the travel end location; a traffic flow information extraction module, configured to extract traffic flow information matching the first number of the candidate traffic routes from the traffic demand data; A traffic cost calculation module is used to calculate the traffic cost of 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 route screening module, configured to screen the first number of candidate transportation routes based on the target cost calculation data to obtain a target recommended route; The traffic cost calculation module includes: Performing preliminary cost calculation on each of the alternative transportation routes to obtain preliminary cost data for each of the alternative transportation routes; Determining preliminary road segment traffic flow 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 road segment traffic flow of each of the alternative traffic paths to obtain target cost calculation data corresponding to each of the alternative traffic paths; The traffic cost calculation module also includes: Based on the preliminary road section traffic volume of each of the alternative traffic paths, performing advanced cost calculation on 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 a first number of the alternative transportation paths based on the intermediate cost calculation data corresponding to each of the alternative transportation paths; Allocate the full traffic volume to the minimum cost path according to the traffic volume information to obtain the branch traffic volume of each alternative traffic path; Determining the segment traffic flow on each passable road segment in the minimum cost path based on the branch traffic flow of each alternative traffic path; Performing vehicle flow conversion according to the section traffic flow on each of the passable road sections to obtain vehicle flow data on each of the passable road sections; Calculating the degree of congestion based on the vehicle flow data on each of the passable road sections to obtain the vehicle congestion speed on each of the passable road sections; updating the intermediate cost calculation data corresponding to each of the alternative traffic routes based on the vehicle congestion speed to obtain updated intermediate cost calculation data; wherein the updated intermediate cost calculation data includes additional congestion costs caused by vehicle congestion; If the traffic flow on each of the traffic sections in the road network topology data meets the preset traffic flow stability condition, the corresponding intermediate cost calculation data will be determined as the target cost calculation data.

7. An electronic device, characterized in that: include: A memory and a processor, wherein the memory stores a computer program, and when the processor executes the computer program, the method for recommending a route for transportation as claimed in any one of claims 1 to 5 is implemented.

8. A computer-readable storage medium, characterized in that The storage medium stores a program, and the program is executed by a processor to implement the method for recommending a transportation route according to any one of claims 1 to 5.

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