Erase method, system and device of etc vehicle entrance information and storage medium

Abstract

The application provides an ETC vehicle entrance information erasing method, system, device and storage medium, relates to the technical field of intelligent transportation, and the method comprises the following steps: when the ETC lane is abnormal, the first waiting quantity of the vehicle queuing at the ETC lane exit, the second waiting quantity of the vehicle queuing at the manual lane exit and the vehicle type of the vehicle on the expressway are acquired; the vehicle type comprises the first vehicle entering the expressway from the ETC lane and the second vehicle entering the expressway from the manual lane; according to the quantity of the first vehicle and the quantity of the second vehicle, the first quantity of the first vehicle at the ETC lane exit is predicted, the first road congestion index is calculated, the second quantity of the second vehicle at the manual lane exit is calculated, and the second road congestion index is calculated; the first road congestion index and the second road congestion index are combined to generate the vehicle scheduling plan of the vehicle at the ETC lane exit. The application has the technical effect that the vehicle scheduling efficiency is improved under the abnormal condition of the ETC lane.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent transportation, in particular to an ETC vehicle entry information erasing method, system, device and storage medium. BACKGROUND

[0002] In the expressway toll collection system, the normal operation of the ETC lane is of great significance to ensure the efficiency of vehicle passage. However, when the ETC lane has equipment failure or system anomaly, the entry information of the vehicle needs to be erased and guided to the manual lane to complete the toll collection. How to scientifically dispatch vehicles in such a sudden situation to avoid long-time congestion has become an important technical problem in the management of toll stations.

[0003] In the prior art, when the toll station handles the ETC lane anomaly, a fixed threshold or a preset rule is often used for vehicle dispatching. For example, when the queued vehicles of the ETC lane reach a certain fixed number, the vehicle diversion program is started. Although this method is simple to operate, it is easy to cause improper dispatching and aggravate local congestion or trigger a chain reaction due to the lack of consideration of the actual load of the manual lane. SUMMARY

[0004] The present application provides an ETC vehicle entry information erasing method, system, device and storage medium, which is used to improve the efficiency of vehicle dispatching under abnormal conditions of the ETC lane.

[0005] In a first aspect, the application provides an ETC vehicle entry information erasing method, which comprises: when an abnormality occurs at an ETC lane exit of a highway, obtaining a first number of vehicles queuing at the ETC lane exit, a second number of vehicles queuing at a manual lane exit, and vehicle types of vehicles on the highway at a current time, the vehicle types including first vehicles entering the highway from the ETC lane and second vehicles entering the highway from the manual lane; obtaining a vehicle distribution state of the highway at the current time, and on the basis of the vehicle distribution state, predicting a first number of the first vehicles arriving at the ETC lane exit and a second number of the second vehicles arriving at the manual lane exit within a preset period of time after the current time according to the number of the first vehicles and the number of the second vehicles; calculating a first road congestion index at the ETC lane exit within the preset period of time in combination with the first number of vehicles queuing and the first number of vehicles; calculating a second road congestion index at the manual lane exit within the preset period of time in combination with the second number of vehicles queuing and the second number of vehicles; generating a vehicle scheduling plan for vehicles at the ETC lane exit in combination with the first road congestion index and the second road congestion index, and sending the vehicle scheduling plan to a terminal device of an operator to enable the operator to erase entry information of vehicles at the ETC lane exit and guide the vehicles to the manual lane exit according to the vehicle scheduling plan.

[0006] By adopting the above technical solution, the ETC vehicle entry information erasing method provided by the application can obtain real-time queuing numbers and vehicle type information of two types of lanes when an abnormality occurs at the ETC lane, and predict the arrival traffic of each lane within a preset period of time in the future in combination with the vehicle distribution state on the highway. Based on these real-time and predicted data, the system calculates the congestion indexes of the two types of lanes, thereby comprehensively reflecting the load conditions of each lane at the current time and within a future period of time. This scheduling decision mechanism based on the congestion indexes avoids the limitation of scheduling only according to the queuing number of a single lane, and can reasonably arrange vehicle diversion while fully considering the receiving capacity of the manual lane, thereby effectively preventing secondary congestion during the scheduling process. At the same time, the scheduling plan generated by the system is directly sent to the terminal of the operator, thereby ensuring the timeliness and accuracy of the scheduling work and improving the vehicle diversion efficiency under abnormal conditions, thereby improving the vehicle scheduling efficiency under the abnormal condition of the ETC lane.

[0007] Optionally, the first number of the first vehicles and the second number of the second vehicles arriving at the ETC lane exit and the manual lane exit within a preset period of time after the current time are predicted based on the vehicle distribution state, the number of the first vehicles and the number of the second vehicles, comprising: determining a first proportion of the first vehicles and a second proportion of the second vehicles on the expressway according to the number of the first vehicles and the number of the second vehicles; obtaining a total number of vehicles in a target section according to the vehicle distribution state, the target section being a section within which vehicles can arrive at the manual lane exit within a preset period of time after the current time; multiplying the first proportion and the total number of vehicles to generate the first number of the first vehicles arriving at the ETC lane exit within the preset period of time; and multiplying the second proportion and the total number of vehicles to generate the second number of the second vehicles arriving at the manual lane exit within the preset period of time.

[0008] By adopting the above technical scheme, the proportion distribution of different entry type vehicles on the expressway is calculated, and the total number of vehicles in the target section is combined to achieve accurate prediction of future arriving traffic flow. Specifically, the system first obtains the actual proportion of the first vehicles and the second vehicles, which reflects the distribution law of different entry type vehicles; then determines the target section range that may arrive at the exit within a preset period of time, and counts the total number of vehicles in the section; finally, the predicted number of two types of vehicles is obtained by multiplying the vehicle proportion and the total number. This prediction method based on the actual vehicle distribution characteristics avoids the deviation caused by simple linear extrapolation, and can more accurately reflect the future traffic trend, providing reliable data support for congestion index calculation and scheduling decision.

[0009] Optionally, the first road congestion index of the ETC lane exit within the preset period of time is calculated by combining the first waiting number and the first number, comprising: determining a first sub-road congestion index of the ETC lane exit according to the first waiting number, wherein the first waiting number is directly proportional to the first sub-road congestion index; determining a second sub-road congestion index of the ETC lane exit according to the first number, wherein the first number is directly proportional to the second sub-road congestion index; obtaining a first preset weight corresponding to the first sub-road congestion index and a second preset weight corresponding to the second sub-road congestion index; multiplying the first sub-road congestion index and the first preset weight to obtain a first weighted congestion index, and multiplying the second sub-road congestion index and the second preset weight to obtain a second weighted congestion index; and adding the first weighted congestion index and the second weighted congestion index to obtain the first road congestion index of the ETC lane exit within the preset period of time.

[0010] By adopting the technical scheme, the accurate evaluation of the congestion state of the ETC lane is realized by establishing a multi-dimensional congestion index calculation model. The system first considers the influence of the current waiting vehicles and the predicted arriving vehicles on the congestion, respectively, converts the first waiting number and the first number into corresponding sub-road congestion indexes, and maintains a positive correlation relationship, which ensures that the congestion index can truly reflect the lane load condition. At the same time, by introducing a weight mechanism, the system can flexibly adjust the influence degree of the current waiting condition and the future prediction result on the final congestion index according to the actual operation demand. This weighted calculation method not only considers the comprehensive action of static and dynamic factors, but also provides the possibility of parameter optimization, making the calculation result of the congestion index more practical and adaptive, and providing a more accurate basis for subsequent scheduling decisions.

[0011] Optionally, the second road congestion index of the manual lane exit in the preset time period is calculated by combining the second waiting number and the second number, including: determining a third sub-road congestion index of the manual lane exit according to the second waiting number, wherein the second waiting number is proportional to the third sub-road congestion index; determining a fourth sub-road congestion index of the manual lane exit according to the second number, wherein the second number is proportional to the fourth sub-road congestion index; obtaining a third preset weight corresponding to the third sub-road congestion index and a fourth preset weight corresponding to the fourth sub-road congestion index; multiplying the third sub-road congestion index by the third preset weight to obtain a third weighted congestion index, and multiplying the fourth sub-road congestion index by the fourth preset weight to obtain a fourth weighted congestion index; and adding the third weighted congestion index and the fourth weighted congestion index to obtain the second road congestion index of the manual lane exit in the preset time period.

[0012] By adopting the technical scheme, the accurate evaluation of the congestion state of the ETC lane is realized by establishing a multi-dimensional congestion index calculation model. The system first considers the influence of the current waiting vehicles and the predicted arriving vehicles on the congestion, respectively, converts the first waiting number and the first number into corresponding sub-road congestion indexes, and maintains a positive correlation relationship, which ensures that the congestion index can truly reflect the lane load condition. At the same time, by introducing a weight mechanism, the system can flexibly adjust the influence degree of the current waiting condition and the future prediction result on the final congestion index according to the actual operation demand. This weighted calculation method not only considers the comprehensive action of static and dynamic factors, but also provides the possibility of parameter optimization, making the calculation result of the congestion index more practical and adaptive, and providing a more accurate basis for subsequent scheduling decisions.

[0013] Optionally, the combining the first road congestion index and the second road congestion index to generate a vehicle dispatch plan of the vehicle at the ETC lane exit comprises: calculating a difference between the first road congestion index and the second road congestion index; determining a vehicle dispatch threshold according to the difference, and determining a number of vehicles needed to be dispatched from the ETC lane exit to the manual lane exit per unit time according to the vehicle dispatch threshold; grouping the vehicles at the ETC lane exit according to the number of vehicles to generate a vehicle dispatch sequence; and generating a vehicle dispatch plan containing vehicle grouping information and dispatch time information according to the vehicle dispatch sequence.

[0014] By using the above technical solution, a dynamic dispatch decision mechanism is established by comparing the difference between the congestion indexes of the two lanes. The system determines the dispatch threshold according to the difference between the congestion indexes, and then scientifically calculates the number of vehicles dispatched per unit time, which ensures the rationality of vehicle distribution. By grouping the vehicles to be dispatched and generating a dispatch sequence, and combining with specific time arrangement, a dispatch plan containing complete grouping information and time information is formed. This dispatch mechanism based on the difference between the congestion indexes not only avoids the problems that may be caused by blind distribution, but also ensures the orderly progress of the dispatch work through reasonable grouping and time arrangement, realizes dynamic load balancing between the two lanes, and improves the overall traffic efficiency.

[0015] Optionally, the determining the vehicle dispatch threshold according to the difference, and determining the number of vehicles needed to be dispatched from the ETC lane exit to the manual lane exit per unit time according to the vehicle dispatch threshold comprises: obtaining a preset reference dispatch threshold; when the difference is greater than a first preset value, multiplying the reference dispatch threshold by a first adjustment coefficient to obtain the vehicle dispatch threshold, the first adjustment coefficient being proportional to the difference; when the difference is less than or equal to the first preset value and greater than a second preset value, multiplying the reference dispatch threshold by a second adjustment coefficient to obtain the vehicle dispatch threshold, the second adjustment coefficient being less than the first adjustment coefficient, and the second adjustment coefficient being proportional to the difference; when the difference is less than or equal to the second preset value, multiplying the reference dispatch threshold by a third adjustment coefficient to obtain the vehicle dispatch threshold, the third adjustment coefficient being less than the second adjustment coefficient, and the third adjustment coefficient being proportional to the difference; and determining the number of vehicles needed to be dispatched from the ETC lane exit to the manual lane exit per unit time according to the product of the vehicle dispatch threshold and a unit time coefficient.

[0016] By adopting the technical scheme, the fine control of the vehicle dispatching threshold is realized by establishing a multi-stage adjustment mechanism. The system first sets a benchmark dispatching threshold as a reference standard, and then dynamically adjusts different adjustment coefficients according to different intervals of the congestion index difference. When the difference is large, a larger first adjustment coefficient is used to realize rapid response; when the difference is in the middle interval, a relatively smaller second adjustment coefficient is used to ensure smooth transition; and when the difference is small, a minimum third adjustment coefficient is used to avoid excessive dispatching. This hierarchical adjustment mechanism based on the size of the difference, combined with the positive correlation between the adjustment coefficient and the difference, enables the system to flexibly adjust the dispatching intensity according to the changes in the congestion level, ensuring the timeliness of the dispatching and avoiding the shock effect that may be caused by excessive dispatching, thereby realizing accurate control of vehicle diversion. Finally, by combining with the unit time coefficient, a scientific and reasonable dispatching quantity is obtained, improving the accuracy and practicality of the dispatching decision.

[0017] Optionally, the vehicle dispatching plan containing vehicle marshalling information and dispatching time information is generated according to the vehicle dispatching sequence, including: obtaining the unit time passing capacity of the artificial lane exit; determining the minimum time interval between adjacent two batches of vehicles according to the unit time passing capacity; performing time allocation on the vehicle dispatching sequence according to the minimum time interval to generate the dispatching time information; dividing the continuously dispatched vehicles into several vehicle marshalling groups according to the position information of the vehicles in the vehicle dispatching sequence to generate the vehicle marshalling information; and associating the dispatching time information with the vehicle marshalling information to generate the vehicle dispatching plan, wherein each vehicle marshalling group corresponds to a dispatching time point.

[0018] By adopting the technical scheme, the accurate execution management of vehicle diversion is realized through the systematic dispatching plan generation mechanism. By obtaining the unit time passing capacity of the artificial lane, the system determines a scientific batch interval time, avoiding new congestion in the artificial lane caused by excessive dispatching. In the time allocation process, the system uniformly arranges the dispatching sequence based on the minimum time interval, ensuring the rationality of the dispatching rhythm. At the same time, by analyzing the actual position information of the vehicles for marshalling division, the system forms a vehicle marshalling scheme convenient for execution. Finally, the time information and the marshalling information are one-to-one corresponding, and the generated dispatching plan not only considers the processing capacity of the artificial lane, but also ensures the continuity and operability of vehicle dispatching, effectively improving the execution efficiency and accuracy of the dispatching work.

[0019] In a second aspect, the present application provides an ETC vehicle entrance information erasing system, which comprises a first acquisition module, a second acquisition module, a first combination module, a second combination module and a third combination module. The first acquisition module is configured to acquire a first number of vehicles queuing at an ETC lane exit, a second number of vehicles queuing at a manual lane exit and vehicle types on a highway when there is an abnormality at the ETC lane exit of the highway, wherein the vehicle types include first vehicles entering the highway from the ETC lane and second vehicles entering the highway from the manual lane. The second acquisition module is configured to acquire a vehicle distribution state of the highway at a current time, and predict a first number of the first vehicles arriving at the ETC lane exit and a second number of the second vehicles arriving at the manual lane exit within a preset time period after the current time based on the first number of vehicles and the second number of vehicles according to the vehicle distribution state. The first combination module is configured to combine the first number of vehicles queuing at the ETC lane exit and the first number of the first vehicles to calculate a first road congestion index at the ETC lane exit within the preset time period. The second combination module is configured to combine the second number of vehicles queuing at the manual lane exit and the second number of the second vehicles to calculate a second road congestion index at the manual lane exit within the preset time period. The third combination module is configured to combine the first road congestion index and the second road congestion index to generate a vehicle scheduling plan of vehicles at the ETC lane exit, and send the vehicle scheduling plan to a terminal device of an operator so that the operator erases entrance information of the vehicles at the ETC lane exit and guides the vehicles to the manual lane exit according to the vehicle scheduling plan.

[0020] In a third aspect, the present application provides an electronic device, which adopts the following technical solution: comprising a processor, a memory, a user interface and a network interface, the memory is configured to store instructions, the user interface and the network interface are configured to communicate with other devices, and the processor is configured to execute the instructions stored in the memory to enable the electronic device to execute the computer program of any one of the above-mentioned ETC vehicle entrance information erasing methods.

[0021] In a fourth aspect, the present application provides a computer readable storage medium, which adopts the following technical solution: storing a computer program capable of being loaded by a processor and executing any one of the above-mentioned ETC vehicle entrance information erasing methods.

[0022] In summary, the present application has at least one of the following beneficial technical effects:

[0023] Through the ETC vehicle entrance information erasing method provided in the application, when the ETC lane is abnormal, the system simultaneously obtains the real-time queuing quantity and vehicle type information of two lanes, and combines the vehicle distribution state on the expressway to predict the arriving vehicle flow of each lane in a future preset period. Based on the real-time and predicted data, the system calculates the congestion indexes of the two lanes respectively, so as to comprehensively reflect the load conditions of each lane in the current and future period. The scheduling decision mechanism based on the congestion index avoids the limitation of scheduling only according to the queuing quantity of a single lane, can reasonably arrange vehicle diversion under the premise of fully considering the receiving capacity of the manual lane, and effectively prevents secondary congestion in the scheduling process. At the same time, the scheduling plan generated by the system is directly issued to the terminal of the operator, ensuring the timeliness and accuracy of the scheduling work, and improving the vehicle dredging efficiency under abnormal conditions, thereby improving the vehicle scheduling efficiency under the abnormal condition of the ETC lane. BRIEF DESCRIPTION OF DRAWINGS

[0024] Figure 1 FIG. 1 is a flow diagram of an ETC vehicle entrance information erasing method provided by an embodiment of the application;

[0025] Figure 2 FIG. 2 is a structural diagram of an ETC vehicle entrance information erasing system provided by an embodiment of the application;

[0026] Figure 3 FIG. 3 is a structural diagram of an electronic device provided by an embodiment of the application.

[0027] FIG. 4 is a structural diagram of an electronic device provided by an embodiment of the application. DETAILED DESCRIPTION

[0028] In order to enable personnel in the technical field to better understand the technical solutions in the present specification, the technical solutions in the present specification will be clearly and completely described below in combination with the drawings in the embodiments of the present specification. Obviously, the described embodiments are only some of the embodiments of the present application, not all the embodiments.

[0029] In the description of the embodiments of the present application, the words such as "exemplary", "for example", or "for instance" are used to represent an example, illustration or description. Any embodiment or design scheme described as "exemplary", "for example", or "for instance" in the embodiments of the present application should not be interpreted as more preferred or more advantageous than other embodiments or design schemes. Rather, the words such as "exemplary", "for example", or "for instance" are intended to present the relevant concept in a specific manner.

[0030] In the ETC toll collection system of the expressway, when the vehicle passes through the entrance, the OBU device or ETC card on the vehicle will record the entrance information, including the entrance site, entrance time and other key data. These entrance information is an important basis for subsequent calculation of toll at the exit. Under normal circumstances, when the vehicle enters the ETC exit lane, the system will automatically read these entrance information, calculate the toll combined with the exit information and complete the deduction.

[0031] However, when the ETC lane exit device fails, the system cannot normally read the entrance information in the on-board device and complete the automatic deduction. If the entrance information is not erased at this time, the vehicle is directly diverted to the manual lane, two serious problems will be caused: first, the entrance information in the ETC device cannot be directly read by the toll collection system of the manual lane, resulting in inaccurate billing; second, since the entrance information remains in the on-board device, it may affect the toll processing of the vehicle next time, causing repeated billing or error in fee calculation.

[0032] Therefore, before the vehicle in the ETC lane is guided to the manual lane, the entrance information in the on-board OBU or ETC card must be erased using a special device, and then the manual channel is processed according to the manual toll process, that is, the manual toll is processed according to the paper toll card or the entrance information recorded by the system. This not only ensures the accuracy of the fee calculation, but also avoids the possible problem of repeated billing, ensuring the normal operation of the toll collection system and the legitimate rights and interests of users.

[0033] Figure 1 is a flowchart of an ETC vehicle entrance information erasing method provided by an embodiment of the present application. As shown in Figure 1 the method comprises S101-S105:

[0034] S101, when there is an abnormality at the exit of the ETC lane of the expressway, the first number of vehicles queuing at the exit of the ETC lane, the second number of vehicles queuing at the exit of the manual lane and the vehicle type of the vehicle on the expressway are obtained, the vehicle type includes the first vehicle entering the expressway from the ETC lane and the second vehicle entering the expressway from the manual lane.

[0035] In a specific embodiment, when the monitoring system detects that there is an abnormality such as device failure, traffic obstruction, etc. at the exit of the ETC lane of the expressway, the system needs to obtain the distribution of the current road network vehicles in time in order to perform subsequent traffic scheduling.

[0036] Specifically, the system first obtains the number of vehicles queuing at the ETC lane exit through the vehicle detector arranged on the exit lane, denoted as the first queuing number; at the same time, the number of vehicles queuing at the manual lane exit is obtained, denoted as the second queuing number. The vehicle detector here can be a coil detector, a video detector or other types of vehicle sensing devices.

[0037] In addition to obtaining real-time vehicle data at the exit, the system also needs to obtain the entry method information of all vehicles currently driving on the highway, i.e. vehicle type. Vehicle type is divided into two categories: one is the vehicle entering the highway through the ETC lane, called the first vehicle; the other is the vehicle entering the highway through the manual lane, called the second vehicle. The purpose of this classification is to distinguish the traffic characteristics of different vehicles, because the first vehicle entering from the ETC lane stores entry information in the OBU or ETC card, which needs to be erased in the subsequent information; while the second vehicle entering from the manual lane holds the CPC card, which does not need to be erased.

[0038] The system can obtain the entry method information of each vehicle by accessing the background database of the toll system of the highway. For the first vehicle, the system records its ETC card number, OBU number and other information; for the second vehicle, the system records its CPC card number information. These information will be used for subsequent vehicle classification statistics and traffic characteristics analysis.

[0039] The purpose of obtaining these real-time data is to fully understand the distribution state and traffic characteristics of vehicles in the current road network, and these data will be used as the basis for subsequent prediction of traffic flow, calculation of congestion index and development of scheduling scheme. By distinguishing the type of vehicle, the system can accurately predict the number of vehicles that need to be erased, so as to reasonably allocate human resources and improve traffic efficiency. At the same time, real-time grasp of the number of vehicles queuing at the exit is also helpful for the system to discover congestion risks in time and take early relief measures.

[0040] S102, obtain the vehicle distribution state of the highway at the current time, and on the basis of the vehicle distribution state, predict the first number of first vehicles arriving at the ETC lane exit and the second number of second vehicles arriving at the manual lane exit within a preset period of time after the current time according to the number of first vehicles and the number of second vehicles.

[0041] After obtaining the number and type of vehicles waiting, the system needs to predict the traffic flow in the future period of time in order to make preparations for traffic scheduling in advance. First, the system obtains the vehicle distribution state in the current road network in real time through the vehicle detection equipment set on the expressway, including the number, position and driving speed of vehicles on each road section. The vehicle distribution state here refers to the spatial distribution of vehicles on each road section of the expressway at a certain time, reflecting the actual running state of the current road network.

[0042] Based on the obtained vehicle distribution state, the system first counts the total number of first vehicles and second vehicles on the current expressway and calculates their respective proportions. Specifically, the number of first vehicles is divided by the total number of vehicles in the road network to obtain the first proportion, and the number of second vehicles is divided by the total number of vehicles in the road network to obtain the second proportion. These two proportions reflect the composition ratio of different types of vehicles in the road network and can be used to predict the distribution of vehicles of various types arriving at the exit.

[0043] Next, the system needs to determine a preset time period, which can be set to 15 minutes, 30 minutes or 1 hour, etc., for predicting the number of vehicles that may arrive at the exit within the time period. At the same time, the system also needs to determine the target road section, i.e., the road section range within which vehicles can arrive at the manual lane exit within the preset time period. The determination of this target road section needs to consider the average driving speed of vehicles and the length of the road section to ensure that the vehicles on the road section can arrive at the exit within the preset time period.

[0044] After determining the target road section, the system counts the total number of vehicles on the road section. Then, the first proportion is multiplied by the total number of vehicles to obtain the first number of first vehicles expected to arrive at the ETC lane exit within the preset time period; the second proportion is multiplied by the total number of vehicles to obtain the second number of second vehicles expected to arrive at the manual lane exit within the preset time period. This prediction method assumes that the arrival distribution of different types of vehicles remains consistent with their proportion in the road network, which can better reflect the actual situation.

[0045] On the basis of the above embodiment, as an optional implementation, in S102, based on the vehicle distribution state, the first number of first vehicles arriving at the ETC lane exit and the second number of second vehicles arriving at the manual lane exit within the preset time period after the current time are predicted according to the number of first vehicles and the number of second vehicles, which specifically includes S21-S24:

[0046] S21, according to the number of first vehicles and the number of second vehicles, determines the first proportion of first vehicles and the second proportion of second vehicles on the expressway.

[0047] In predicting future traffic flow, the system needs to establish an accurate prediction model to estimate the number of vehicles of different types arriving at each exit in the future by the distribution ratio of different types of vehicles in the current road network. This prediction method is based on the relative stability of the distribution of vehicle types, that is, the proportion of different types of vehicles has a certain continuity in a short period of time.

[0048] Firstly, the system needs to calculate the proportion of different types of vehicles in the current road network. Specifically, the number of first vehicles is divided by the total number of vehicles in the road network (the sum of the number of first vehicles and the number of second vehicles), to obtain the first proportion; the number of second vehicles is divided by the total number of vehicles in the road network, to obtain the second proportion. The sum of the two proportion values is equal to 1, reflecting the composition ratio of the two types of vehicles in the current road network. This proportion calculation method based on real-time data can accurately reflect the vehicle type distribution characteristics of the current road network.

[0049] S22, according to the vehicle distribution state, obtaining the total number of vehicles in the target section, the target section being the section that the vehicle can reach the artificial lane exit within a preset period of time after the current time.

[0050] Next, the system needs to determine the predicted target section range. The target section refers to the section that the vehicle can reach the artificial lane exit within a preset period of time. The system calculates the maximum driving distance of the vehicle within the preset period of time according to the average driving speed of the vehicle and the length of the preset period of time, to determine the starting position of the target section. For example, if the preset period of time is 30 minutes and the average driving speed of the vehicle is 80 kilometers per hour, the starting point of the target section should be located 40 kilometers upstream of the exit. This target section division method based on space-time relationship ensures the reliability of the prediction result.

[0051] S23, arithmetically multiplying the first proportion and the total number of vehicles to generate the first number of first vehicles arriving at the ETC lane exit within the preset period of time.

[0052] After determining the target section, the system obtains the total number of vehicles in the section through real-time vehicle detection equipment. This total number includes all types of vehicles in the target section, reflecting the potential number of vehicles that may arrive at the exit within the preset period of time. The system ensures that the total number of vehicles obtained accurately reflects the vehicle distribution state of the current section through real-time aggregation of vehicle detection data.

[0053] S24, arithmetically multiplying the second proportion and the total number of vehicles to generate the second number of second vehicles arriving at the artificial lane exit within the preset period of time.

[0054] Then, the system arithmetically multiplies the first proportion with the total number of vehicles in the target road section to obtain a first number of the first vehicles expected to arrive at the ETC lane exit in the preset time period. This calculation assumes that the distribution proportion of the first vehicles in the target road section is consistent with the entire road network, and these vehicles will arrive at the exit in the preset time period. In the same way, the system multiplies the second proportion with the total number of vehicles to obtain a second number of the second vehicles expected to arrive at the manual lane exit in the preset time period.

[0055] In S103, the first road congestion index at the ETC lane exit in the preset time period is calculated in combination with the first waiting number and the first number.

[0056] To accurately assess the traffic pressure at the ETC lane exit, the system needs to consider the influence of the current actual waiting vehicles and the predicted arriving vehicles comprehensively, and establish a scientific congestion degree evaluation mechanism. This evaluation mechanism quantitatively represents the first road congestion index, which is a dimensionless value that comprehensively reflects the degree of road congestion. The larger the value, the more serious the congestion.

[0057] The system first calculates the first sub-road congestion index based on the first waiting number. The first waiting number reflects the actual number of vehicles queuing at the ETC lane exit, and is proportional to the first sub-road congestion index. In the specific calculation, the system compares the first waiting number with the designed traffic capacity of the lane. When the first waiting number exceeds the designed traffic capacity, the first sub-road congestion index will show an accelerating growth trend. This nonlinear relationship can better reflect the actual situation of congestion intensification.

[0058] At the same time, the system also needs to consider the influence of the predicted arriving vehicles on the congestion situation. Based on the first number predicted in the previous step, the system calculates the second sub-road congestion index. The first number represents the number of first vehicles expected to arrive at the ETC lane exit in the preset time period, and is also proportional to the second sub-road congestion index. This design of considering predicted traffic flow can reflect potential congestion risks in advance and has a warning effect.

[0059] In order to balance the influence of the current actual waiting situation and the future predicted situation on the congestion evaluation, the system introduces a weight mechanism. The first sub-road congestion index corresponds to a first preset weight, and the second sub-road congestion index corresponds to a second preset weight. These weight values can be adjusted according to actual operation experience. Generally, since the current actual waiting situation has a more direct influence on congestion, the first preset weight will be slightly larger than the second preset weight.

[0060] In a specific calculation, the system first multiplies the first sub-road congestion index by the first preset weight to obtain a first weighted congestion index; multiplies the second sub-road congestion index by the second preset weight to obtain a second weighted congestion index. Finally, the two weighted congestion indexes are added to obtain the first road congestion index at the ETC lane exit in the preset period. This weighted calculation method not only considers the relative importance of each factor, but also ensures the comprehensiveness of the evaluation result.

[0061] On the basis of the above embodiment, as an optional implementation, in S103, the first road congestion index at the ETC lane exit in the preset period is calculated in combination with the first waiting quantity and the first quantity, and specifically includes S31-S35:

[0062] S31, according to the first waiting quantity, determining the first sub-road congestion index at the ETC lane exit, wherein the first waiting quantity is proportional to the first sub-road congestion index.

[0063] In order to accurately evaluate the congestion condition at the ETC lane exit, the system needs to establish a congestion index calculation model that comprehensively considers the current waiting vehicles and predicted arriving vehicles. This model combines the current actual congestion condition and the future potential congestion risk, and obtains the final congestion index through a scientific calculation method.

[0064] Firstly, the system calculates the first sub-road congestion index based on the first waiting quantity at the ETC lane exit. The system uses the standard traffic capacity N as the reference value, and calculates the first sub-road congestion index through piecewise function processing. When the first waiting quantity X is less than or equal to 0.5N, the first sub-road congestion index is equal to X / N; when the first waiting quantity is greater than 0.5N and less than or equal to N, the first sub-road congestion index is equal to 0.5+1.5×(X-0.5N) / N; when the first waiting quantity is greater than N, the first sub-road congestion index is equal to 1.25+2.5×(X-N) / N. This piecewise processing method can accurately reflect the congestion degree under different waiting quantity levels.

[0065] S32, according to the first quantity, determining the second sub-road congestion index at the ETC lane exit, wherein the first quantity is proportional to the second sub-road congestion index.

[0066] Secondly, the system calculates the second sub-road congestion index according to the predicted first quantity Y. Considering the uncertainty of the predicted traffic flow, the system adopts a more conservative coefficient when calculating. When the first quantity is less than or equal to 0.5N, the second sub-road congestion index is equal to 0.8xY / N; when the first quantity is greater than 0.5N and less than or equal to N, the second sub-road congestion index is equal to 0.4+1.2x(Y-0.5N) / N; when the first quantity is greater than N, the second sub-road congestion index is equal to 1.0+2.0x(Y-N) / N. This calculation method not only considers the influence of the predicted traffic flow, but also avoids overestimating the influence degree.

[0067] S33, obtaining a first preset weight corresponding to the first sub-road congestion index and a second preset weight corresponding to the second sub-road congestion index.

[0068] Then, the system obtains the corresponding weight value from the preset weight database. The first preset weight corresponding to the first sub-road congestion index is usually set to 0.6, which reflects the dominant role of the current actual congestion condition; the second preset weight corresponding to the second sub-road congestion index is set to 0.4, which reflects the auxiliary role of the predicted congestion condition. These weight values can be dynamically adjusted according to actual operation experience. In the embodiment, the system determines a scientific and reasonable weight configuration scheme through a large amount of actual operation data analysis and expert experience. For the ETC lane, the first preset weight of the current waiting vehicles is set to 0.6, and the second preset weight of the predicted arriving vehicles is set to 0.4. This configuration is based on the following considerations: first, the congestion effect caused by the current waiting vehicles is more direct and urgent, which needs to be given priority; second, the predicted arriving vehicles have certain uncertainty, so a relatively small weight is given. Through statistical analysis of 6 months of operation data of an expressway exit, after using this weight configuration, the correlation between the congestion index and the actual congestion condition reaches more than 0.85.

[0069] S34, multiplying the first sub-road congestion index by the first preset weight to obtain a first weighted congestion index, and multiplying the second sub-road congestion index by the second preset weight to obtain a second weighted congestion index.

[0070] Next, the system multiplies the first sub-road congestion index by the first preset weight to obtain the first weighted congestion index, and multiplies the second sub-road congestion index by the second preset weight to obtain the second weighted congestion index. This weighting processing ensures that each factor has an impact on the final result according to its importance. For example, if the first sub-road congestion index is 1.5 and the second sub-road congestion index is 1.2, the first weighted congestion index is 0.9 and the second weighted congestion index is 0.48.

[0071] S35, arithmetically adding the first weighted congestion index and the second weighted congestion index to obtain the first road congestion index at the ETC lane exit within the preset time period.

[0072] Finally, the system adds the first weighted congestion index and the second weighted congestion index to obtain the first road congestion index at the ETC lane exit within the preset time period. Continuing the above example, the final first road congestion index is 1.38. This comprehensive index reflects the superimposed effect of the current and predicted congestion conditions, providing a quantitative basis for subsequent scheduling decisions.

[0073] S104, combining the second waiting quantity and the second quantity to calculate the second road congestion index at the manual lane exit within the preset time period.

[0074] After evaluating the congestion condition of the ETC lane exit, the system also needs to quantitatively evaluate the traffic pressure at the manual lane exit, which is crucial for subsequent development of a reasonable vehicle scheduling scheme. Similar to the ETC lane, the system measures the congestion degree at the manual lane exit by calculating the second road congestion index, which is also a dimensionless numerical index reflecting the degree of road congestion.

[0075] The system first calculates a third sub-road congestion index based on the second waiting quantity. The second waiting quantity represents the actual number of vehicles queuing at the manual lane exit, which is directly proportional to the third sub-road congestion index. In the calculation process, the system compares the second waiting quantity with the standard traffic capacity of the manual lane. Since the traffic efficiency of the manual lane is usually lower than that of the ETC lane, the congestion index generated by the manual lane will be relatively higher under the same waiting quantity, which is more in line with the actual operation situation.

[0076] At the same time, the system needs to consider the impact of predicted arriving vehicles on the congestion condition of the manual lane. Based on the previously predicted second quantity, the system calculates a fourth sub-road congestion index. The second quantity represents the second number of vehicles expected to arrive at the manual lane exit within the preset time period, which is also directly proportional to the fourth sub-road congestion index. This predictive evaluation mechanism can help the system discover possible traffic pressure in advance and provide a basis for timely adjustment of personnel allocation.

[0077] To ensure the accuracy of the evaluation results, the system also uses a weight mechanism to balance the influence of various factors. The third sub-road congestion index corresponds to a third preset weight, and the fourth sub-road congestion index corresponds to a fourth preset weight. The setting of these weight values needs to consider the particularity of the manual lane, for example, the traffic capacity of the manual lane is greatly affected by the number of toll personnel, so the weight of the current actual waiting condition may need to be set higher.

[0078] In a specific calculation, the system multiplies the third sub-road congestion index by the third preset weight to obtain a third weighted congestion index, and multiplies the fourth sub-road congestion index by the fourth preset weight to obtain a fourth weighted congestion index. Finally, the two weighted congestion indexes are added to obtain the second road congestion index at the artificial lane exit in the preset period. This calculation method ensures that the evaluation result can comprehensively reflect the running condition of the artificial lane.

[0079] The congestion index calculation method has the characteristics that, on the one hand, the operation characteristics of the artificial lane are fully considered, and the characteristics of the traffic efficiency are reflected by adjusting the weight configuration; on the other hand, through a unified calculation framework, the congestion index of the artificial lane is comparable with the congestion index of the ETC lane, which is convenient for the system to make a comprehensive decision.

[0080] On the basis of the above embodiment, as an optional implementation, in S104, the second road congestion index at the artificial lane exit in the preset period is calculated in combination with the second waiting quantity and the second quantity, and specifically includes S41-S45:

[0081] S41, the third sub-road congestion index at the artificial lane exit is determined according to the second waiting quantity, wherein the second waiting quantity is proportional to the third sub-road congestion index.

[0082] In evaluating the congestion condition at the artificial lane exit, the system needs to establish a congestion index calculation model suitable for the characteristics of the artificial lane. Since the traffic efficiency of the artificial lane is usually lower than that of the ETC lane, and is greatly affected by manual operation, the calculation method needs to be adjusted accordingly to more accurately reflect the actual running state of the artificial lane.

[0083] Firstly, the system calculates the third sub-road congestion index based on the second waiting quantity at the current artificial lane exit. The system uses the standard traffic capacity M of the artificial lane as the reference value (usually M is less than the standard traffic capacity N of the ETC lane), and calculates the third sub-road congestion index by using a piecewise function. When the second waiting quantity X is less than or equal to 0.5M, the third sub-road congestion index is equal to 1.2×X / M; when the second waiting quantity is greater than 0.5M and less than or equal to M, the third sub-road congestion index is equal to 0.6+1.8×(X-0.5M) / M; when the second waiting quantity is greater than M, the third sub-road congestion index is equal to 1.5+3.0×(X-M) / M. In this calculation method, a larger coefficient is used, which reflects the characteristics that the artificial lane is more sensitive to waiting vehicles.

[0084] S42, the fourth sub-road congestion index at the artificial lane exit is determined according to the second quantity, wherein the second quantity is proportional to the fourth sub-road congestion index.

[0085] Secondly, the system calculates a fourth sub-road congestion index according to the predicted second quantity Y. Considering the limitations of manual lane traffic capacity, the system adopts a more cautious coefficient setting when calculating. When the second quantity is less than or equal to 0.5M, the fourth sub-road congestion index is equal to 1.0xY / M; when the second quantity is greater than 0.5M and less than or equal to M, the fourth sub-road congestion index is equal to 0.5+1.5x(Y-0.5M) / M; when the second quantity is greater than M, the fourth sub-road congestion index is equal to 1.25+2.5x(Y-M) / M. This calculation method fully considers the characteristics of manual lane handling traffic.

[0086] S43, obtaining a third preset weight corresponding to the third sub-road congestion index and a fourth preset weight corresponding to the fourth sub-road congestion index.

[0087] Then, the system obtains the corresponding weight values from the preset weight database. The third preset weight corresponding to the third sub-road congestion index is set to 0.7, which is higher than the corresponding weight of the ETC lane, because the current waiting condition of the manual lane has a greater impact on its traffic efficiency; the fourth preset weight corresponding to the fourth sub-road congestion index is set to 0.3, which reflects the relative importance of the predicted traffic flow to the manual lane. The setting of these weight values reflects the operating characteristics of the manual lane. For the manual lane, the third preset weight is set to 0.7 and the fourth preset weight is set to 0.3. The reason for the greater weight difference is that the handling capacity of the manual lane is significantly affected by personnel allocation, and the current waiting condition has a more prominent impact on its traffic efficiency. Actual operation data shows that this weight configuration can more accurately reflect the actual load of the manual lane.

[0088] S44, arithmetically multiplying the third sub-road congestion index by the third preset weight to obtain a third weighted congestion index, and arithmetically multiplying the fourth sub-road congestion index by the fourth preset weight to obtain a fourth weighted congestion index.

[0089] Next, the system multiplies the third sub-road congestion index by the third preset weight to obtain a third weighted congestion index, and multiplies the fourth sub-road congestion index by the fourth preset weight to obtain a fourth weighted congestion index. This weighting processing ensures that the evaluation result can accurately reflect the actual operating condition of the manual lane. For example, if the third sub-road congestion index is 1.8 and the fourth sub-road congestion index is 1.4, the third weighted congestion index is 1.26 and the fourth weighted congestion index is 0.42.

[0090] S45, arithmetically adding the third weighted congestion index and the fourth weighted congestion index to obtain a second road congestion index at the exit of the manual lane in a preset period.

[0091] Finally, the system adds the third weighted congestion index and the fourth weighted congestion index to obtain the second road congestion index of the artificial lane exit within the preset time period. Continuing the above example, the final second road congestion index is 1.68. This comprehensive index reflects the combined influence of the current and predicted congestion of the artificial lane, providing a quantitative basis for subsequent personnel allocation and vehicle diversion.

[0092] The advantage of this congestion index calculation method for artificial lanes is that it uses parameter settings that are more in line with the characteristics of artificial lanes. By adjusting the coefficients of the piecewise function, the influence of manual operation on traffic efficiency is accurately reflected. The weight setting places more emphasis on the influence of the current waiting situation, which is in line with the operating characteristics of artificial lanes.

[0093] S105, in combination with the first road congestion index and the second road congestion index, generates a vehicle scheduling plan for the vehicles at the ETC lane exit, and sends the vehicle scheduling plan to the terminal device of the operator to enable the operator to erase the entry information of the vehicles at the ETC lane exit and guide them to the artificial lane exit according to the vehicle scheduling plan.

[0094] After obtaining the congestion indexes of the ETC lane and the artificial lane, the system needs to develop a scientific and reasonable vehicle scheduling plan to alleviate the traffic pressure at the ETC lane exit. First, the system calculates the difference between the first road congestion index and the second road congestion index. This difference reflects the degree of load imbalance between the two lanes and is an important basis for developing a scheduling plan.

[0095] Based on the calculated difference, the system uses a dynamic threshold mechanism to determine the vehicle scheduling threshold. When the difference is large, it indicates that the traffic pressure difference between the two lanes is significant, and the system will use a larger scheduling threshold. When the difference is small, a smaller scheduling threshold is used. Specifically, the system pre-sets a baseline scheduling threshold, and then selects different adjustment coefficients according to the size of the difference to adjust it. This dynamic threshold mechanism can adapt the scheduling intensity to the actual traffic pressure difference, avoiding the problems of over-scheduling or insufficient scheduling.

[0096] After determining the scheduling threshold, the system calculates the number of vehicles that need to be scheduled from the ETC lane to the artificial lane per unit time based on the unit time traffic capacity of the artificial lane. The unit time can usually be set to 5 minutes or 10 minutes, and the specific value needs to consider the actual processing capacity of the artificial lane and the work efficiency of the operator.

[0097] To ensure the orderly progress of the scheduling work, the system will group the vehicles that need to be scheduled according to their positions in the ETC lane, generating a vehicle scheduling sequence. In the grouping process, the system will consider the physical position relationship of the vehicles, and divide adjacent vehicles into the same group as much as possible to improve the scheduling efficiency. At the same time, the system will also consider the traffic capacity of the manual lane to determine the minimum time interval between the two adjacent batches of vehicles, avoiding causing secondary congestion of the manual lane.

[0098] Based on the vehicle scheduling sequence and the time interval requirement, the system generates a vehicle scheduling plan containing specific vehicle grouping information and scheduling time information. This plan clearly indicates the scheduling time point of each vehicle group, as well as the specific vehicle information that needs to be erased for entry information. This scheduling plan that is accurate to the group not only facilitates the execution of the work personnel, but also ensures the continuity and regularity of the scheduling work.

[0099] The system sends the generated scheduling plan to the on-site work personnel through a mobile terminal device. The work personnel can view the scheduling plan in real time through the terminal device and understand the vehicle grouping situation that needs to be handled at each time point. When reaching the scheduled time point, the work personnel performs the entry information erasing operation on the specified group of vehicles according to the plan and guides these vehicles to drive into the manual lane exit.

[0100] This dynamic scheduling mechanism based on the congestion index difference has significant advantages: first, through real-time calculation and dynamic adjustment, the scheduling intensity can be self-adaptively adjusted according to the change of traffic pressure; second, by using the grouping scheduling method, the scheduling efficiency is improved and the vehicle waiting time is reduced; finally, through the information push of the terminal device, the timely communication and accurate execution of the scheduling plan are ensured.

[0101] In actual highway operation, taking the G15 highway exit as an example to illustrate the specific application of the present application. The exit is equipped with 2 ETC lanes and 1 manual lane. At 10:30 am on September 8, 2025, the No. 2 ETC lane equipment failed, causing it to be unable to normally complete the deduction operation. The system immediately starts to evaluate the current traffic conditions, and through the vehicle detector, it finds that there are 15 vehicles waiting in line at the No. 2 ETC lane exit and 3 vehicles waiting in line at the manual lane. At the same time, the system queries the toll database and confirms that among the vehicles currently driving on the highway, 80% are vehicles that entered through the ETC lane, and 20% are vehicles that entered through the manual lane.

[0102] In view of this situation, the system immediately acquires the vehicle distribution data within a range of 20 kilometers from the exit and finds that there are 100 vehicles in this range. Based on the 80% ETC vehicle proportion, the system predicts that about 80 ETC vehicles and 20 manual channel vehicles will arrive at the exit in the next 30 minutes. On this basis, the system starts to calculate the congestion index, in which the first sub-road congestion index of the ETC lane is 1.5 due to the current 15 queued vehicles (the standard lane capacity is 10 vehicles), the second sub-road congestion index of the 80 vehicles predicted to arrive is 2.0, and the first road congestion index is calculated to be 1.7 after using a weight ratio of 0.6 and 0.4. At the same time, the third sub-road congestion index of the manual lane is 0.6 due to the current 3 queued vehicles (the standard lane capacity is 5 vehicles), the fourth sub-road congestion index of the 20 vehicles predicted to arrive is 1.0, and the second road congestion index is calculated to be 0.8 after using the same weight ratio.

[0103] By calculating the congestion index difference between the two lanes as 0.9, the system formulates a basic scheduling strategy of scheduling 6 vehicles every 5 minutes and generates a specific batch scheduling plan. In the plan, the first batch (10:35) schedules vehicles 1-6 in the current queue for scheduling, the second batch (10:40) schedules vehicles 7-12, and the third batch (10:45) schedules the remaining vehicles 13-15 and the newly arrived 3 vehicles. The system immediately pushes the scheduling plan to the on-site staff through the mobile terminal, and the staff sets up a sign at the entrance of the No. 2 ETC lane to inform the vehicles to change lanes, and sets up a temporary operation point beside the lane and provides mobile toll collection equipment to erase the entrance information of the vehicles and guide them according to the plan.

[0104] On the basis of the above embodiment, as an optional implementation, in S105, the vehicle scheduling plan of the vehicles at the exit of the ETC lane is generated in combination with the first road congestion index and the second road congestion index, which specifically includes S51-S54:

[0105] S51, calculate the difference between the first road congestion index and the second road congestion index.

[0106] In order to realize the reasonable allocation of vehicle flow between the ETC lane and the manual lane, the system needs to formulate a scientific vehicle scheduling plan based on the congestion indexes of the two lanes. Such a scheduling plan needs to ensure that the pressure of the ETC lane is relieved while not causing secondary congestion of the manual lane, so a dynamic balance scheduling mechanism needs to be established.

[0107] Firstly, the system calculates the difference between the first road congestion index and the second road congestion index. This difference reflects the degree of load imbalance between the two lanes and is an important basis for determining the scheduling intensity. For example, when the first road congestion index is 1.8 and the second road congestion index is 1.2, the difference is 0.6. The larger the difference, the more serious the congestion on the ETC lane, and stronger scheduling measures need to be taken.

[0108] S52, according to the difference, determine the vehicle scheduling threshold, according to the vehicle scheduling threshold to determine the number of vehicles that need to be scheduled from the ETC lane exit to the manual lane exit per unit time.

[0109] Then, the system determines the vehicle scheduling threshold according to the calculated difference. The system adopts a dynamic threshold mechanism, sets a reference scheduling threshold T, and dynamically adjusts according to the size of the difference. Specifically, when the difference is less than 0.3, the actual scheduling threshold is equal to 0.5T; when the difference is greater than or equal to 0.3 and less than 0.6, the actual scheduling threshold is equal to T; when the difference is greater than or equal to 0.6, the actual scheduling threshold is equal to 1.5T. This dynamic threshold mechanism can adapt the scheduling intensity to the actual traffic pressure difference.

[0110] Based on the determined scheduling threshold, the system calculates the number of vehicles that need to be scheduled per unit time. The system sets the unit time to 5 minutes and considers the actual processing capacity of the manual lane to determine the maximum number of schedulable vehicles U per unit time. The specific scheduling quantity calculation formula is: unit time scheduling quantity = min (scheduling threshold x U, manual lane remaining processing capacity). This calculation method not only ensures the effectiveness of scheduling, but also avoids over-scheduling.

[0111] On the basis of the above embodiment, as an optional implementation, in S52, according to the difference, determine the vehicle scheduling threshold, according to the vehicle scheduling threshold to determine the number of vehicles that need to be scheduled from the ETC lane exit to the manual lane exit per unit time, specifically includes S521-S525:

[0112] S521, obtain a preset reference scheduling threshold.

[0113] In order to realize more accurate vehicle scheduling control, the system needs to establish a multi-level adjustment mechanism based on the congestion index difference, and adjust the scheduling intensity through different gear adjustment coefficients. This mechanism can better match the scheduling intensity with the actual traffic pressure difference, thereby improving the scheduling effect.

[0114] Firstly, the system obtains a preset baseline scheduling threshold B from the configuration database, which is usually determined based on historical operation data and expert experience, reflecting the standard scheduling intensity under normal operation state. For example, the baseline scheduling threshold can be set to 6 vehicles per 5 minutes. At the same time, the system presets two difference judgment points: a first preset value V1 (such as 0.6) and a second preset value V2 (such as 0.3), which divide the congestion index difference into three intervals, corresponding to different scheduling strategies.

[0115] S522, when the difference is greater than the first preset value, multiply the baseline scheduling threshold by the first adjustment coefficient to obtain the vehicle scheduling threshold, and the first adjustment coefficient is proportional to the difference.

[0116] When the congestion index difference is greater than the first preset value V1, it indicates that there is a significant load difference between the ETC lane and the manual lane, and strong scheduling measures need to be taken. The system uses the first adjustment coefficient K1 for adjustment, and the calculation formula of K1 is: K1 = 1.5 + (difference - V1) × 0.5. This calculation method makes the adjustment coefficient linearly increase with the increase of the difference, but at the same time sets an upper limit value (such as 2.0) to avoid over-scheduling. At this time, the vehicle scheduling threshold is equal to the baseline scheduling threshold B multiplied by K1. For example, when the difference is 0.8, K1 is about 1.6, and the final scheduling threshold is 9.6 vehicles per 5 minutes.

[0117] S523, when the difference is less than or equal to the first preset value and greater than the second preset value, multiply the baseline scheduling threshold by the second adjustment coefficient to obtain the vehicle scheduling threshold, wherein the second adjustment coefficient is less than the first adjustment coefficient, and the second adjustment coefficient is proportional to the difference.

[0118] When the difference is less than or equal to the first preset value V1 and greater than the second preset value V2, it indicates that there is a moderate degree of load difference. The system uses the second adjustment coefficient K2 for adjustment, and the calculation formula of K2 is: K2 = 1.0 + (difference - V2) × 0.8. The adjustment intensity in this interval is relatively moderate, ensuring smooth transition of scheduling intensity. At this time, the vehicle scheduling threshold is equal to the baseline scheduling threshold B multiplied by K2. For example, when the difference is 0.4, K2 is about 1.08, and the final scheduling threshold is 6.5 vehicles per 5 minutes.

[0119] S524, when the difference is less than or equal to the second preset value, multiply the baseline scheduling threshold by the third adjustment coefficient to obtain the vehicle scheduling threshold, wherein the third adjustment coefficient is less than the second adjustment coefficient, and the third adjustment coefficient is proportional to the difference.

[0120] When the difference is less than or equal to the second preset value V2, it indicates that the load difference of the two lanes is small. The system uses a third adjustment coefficient K3 for adjustment, and the calculation formula of K3 is: K3 = 0.5 + difference × 1.67. This interval uses a smaller adjustment coefficient to avoid unnecessary scheduling. At this time, the vehicle scheduling threshold is equal to the reference scheduling threshold B multiplied by K3. For example, when the difference is 0.2, K3 is about 0.83, and the final scheduling threshold is 5 vehicles / 5 minutes.

[0121] S525, according to the product of the vehicle scheduling threshold and the unit time coefficient, determine the number of vehicles that need to be scheduled from the ETC lane exit to the manual lane exit per unit time.

[0122] Finally, the system multiplies the calculated vehicle scheduling threshold by the unit time coefficient U (such as 1.0) to obtain the final scheduling quantity. This unit time coefficient can be adjusted according to actual operation needs to fine-tune the scheduling intensity. For example, if the scheduling threshold is 7 vehicles / 5 minutes and the unit time coefficient is 0.9, the final scheduling quantity is determined to be 6 vehicles / 5 minutes.

[0123] In this embodiment, the system uses a three-level adjustment coefficient mechanism, and the specific value range is as follows: the first adjustment coefficient: 1.5-2.0, the calculation formula is 1.5+(difference-0.6)×0.5, but not more than 2.0; the second adjustment coefficient: 1.0-1.5, the calculation formula is 1.0+(difference-0.3)×0.8; the third adjustment coefficient: 0.5-1.0, the calculation formula is 0.5+difference×1.67.

[0124] These value ranges are based on the following principles: when the congestion index difference is large (>0.6), a larger adjustment coefficient (1.5-2.0) is used for rapid response; when the difference is at a medium level (0.3-0.6), a medium adjustment coefficient (1.0-1.5) is used to ensure smooth transition; when the difference is small (<0.3), a smaller adjustment coefficient (0.5-1.0) is used to avoid excessive scheduling.

[0125] S53, according to the vehicle quantity, grouping the vehicles at the ETC lane exit to generate a vehicle scheduling sequence.

[0126] Next, the system groups the vehicles that need to be scheduled. Considering scheduling efficiency and operational convenience, the system uses a fixed-size grouping method, each group containing 3-5 vehicles. In the grouping process, the system preferentially selects vehicles in adjacent positions to divide into the same group to reduce vehicle insertion during scheduling. For example, if 12 vehicles need to be scheduled per unit time, the system may divide them into 3 groups of 4 vehicles each and generate a scheduling sequence according to the physical position order of the vehicles.

[0127] S54, according to the vehicle dispatch sequence, generates a vehicle dispatch plan containing vehicle formation information and dispatch time information.

[0128] Finally, the system generates a detailed dispatch plan according to the vehicle dispatch sequence. The dispatch plan contains specific information of each vehicle formation (including vehicle identification, location, etc.) and dispatch time information. The system sets a minimum time interval (usually 1-2 minutes) between adjacent formations to ensure that the manual lane has enough time to handle each group of vehicles. For example, for the above 3 4-car formations, the system may schedule them to start dispatching at 0 minutes, 2 minutes and 4 minutes respectively.

[0129] Based on the above embodiment, as an optional implementation, in S54, according to the vehicle dispatch sequence, generating a vehicle dispatch plan containing vehicle formation information and dispatch time information specifically includes S541-S545:

[0130] S541, obtain the unit time traffic capacity at the exit of the manual lane.

[0131] In order to ensure the orderly progress of vehicle dispatching, the system needs to convert the vehicle dispatch sequence into a specific executable dispatch plan. This process needs to consider factors such as the processing capacity of the manual lane, the physical location relationship of the vehicles, and the work efficiency of the operators, etc. Through scientific time allocation and formation arrangement, a dispatch plan that can guarantee dispatch efficiency and facilitate execution is generated.

[0132] First, the system obtains the unit time traffic capacity C at the exit of the manual lane from the operation parameter library. This traffic capacity value reflects the number of vehicles that can be handled by the manual lane per unit time (such as 1 minute) under standard operating conditions. The determination of traffic capacity needs to consider multiple factors, including the operating speed of the toll collector, the vehicle information erasing time, the vehicle passing time, etc. For example, if the average processing time of each vehicle is 30 seconds, the unit time traffic capacity is about 2 vehicles / minute.

[0133] S542, according to the unit time traffic capacity, determine the minimum time interval between adjacent two batches of vehicles.

[0134] Based on the obtained traffic capacity, the system calculates the minimum time interval T that needs to be maintained between adjacent two batches of vehicles. The calculation of the minimum time interval needs to consider the safety margin, and usually takes the value of the number of vehicles in a single batch divided by the traffic capacity and then adds a 20%-30% buffer time. For example, if 3 vehicles are dispatched in each batch, and the unit time traffic capacity is 2 vehicles / minute, the minimum time interval should be set to about 2 minutes (90 seconds processing time plus 30 seconds buffer time). This setting ensures that each batch of vehicles can be fully processed, and enough operation buffer time is reserved.

[0135] S543, time allocation is performed on the vehicle dispatch sequence according to the minimum time interval, and dispatch time information is generated.

[0136] Next, the system time allocates the vehicle dispatch sequence according to the determined minimum time interval. The system takes the dispatch start time as the reference point (denoted as t0), and allocates specific dispatch time points for each batch of vehicles in the sequence. The dispatch time of the first batch is t0, the dispatch time of the second batch is t0+T, the dispatch time of the third batch is t0+2T, and so on. This uniform time allocation method can ensure the rhythm of the dispatch work and facilitate the arrangement of the on-site personnel.

[0137] S544, according to the position information of the vehicles in the vehicle dispatch sequence, the continuously dispatched vehicles are divided into several vehicle groups, and vehicle group information is generated.

[0138] Then, the system divides the groups according to the position information of the vehicles in the vehicle dispatch sequence. The system preferentially divides the vehicles with adjacent physical positions into the same group, and the size of each group is usually controlled within 3-5 vehicles. During the grouping process, the system will consider the distance between vehicles, and when the distance between adjacent vehicles exceeds a preset threshold (such as 20 meters), a new group will be started. This grouping method based on position relationship can reduce the insertion of vehicles during dispatch and improve the efficiency of dispatch.

[0139] S545, the dispatch time information is associated with the vehicle group information, and a vehicle dispatch plan is generated, in which each vehicle group corresponds to a dispatch time point.

[0140] Finally, the system associates the dispatch time information with the vehicle group information to generate a complete vehicle dispatch plan. The dispatch plan is presented in table form and contains the following key information: group number, vehicle list in the group (including vehicle ID, position, etc.), planned dispatch time point, estimated completion time, etc. For example: group 1 (contains vehicles A, B, C), dispatch time is 9:00, estimated completion time is 9:02; group 2 (contains vehicles D, E, F), dispatch time is 9:02, estimated completion time is 9:04.

[0141] Based on the above method, the application also discloses an ETC vehicle entrance information erasing system, as shown in Figure 2 Figure 2 ​is a structural schematic diagram of an ETC vehicle entrance information erasing system provided by an embodiment of the present application. The system comprises a first acquisition module, a second acquisition module, a first combination module, a second combination module, and a third combination module. The first acquisition module is configured to acquire a first number of vehicles queuing at an ETC lane exit, a second number of vehicles queuing at a manual lane exit, and vehicle types of vehicles on the expressway when there is an abnormality at the ETC lane exit of the expressway. The vehicle types include first vehicles entering the expressway from the ETC lane and second vehicles entering the expressway from the manual lane. The second acquisition module is configured to acquire a vehicle distribution state of the expressway at the current time. Based on the vehicle distribution state, the first number of the first vehicles arriving at the ETC lane exit and the second number of the second vehicles arriving at the manual lane exit within a preset time period after the current time are predicted according to the number of the first vehicles and the number of the second vehicles. The first combination module is configured to combine the first number of the vehicles queuing at the ETC lane exit and the first number of the first vehicles to calculate a first road congestion index of the ETC lane exit within the preset time period. The second combination module is configured to combine the second number of the vehicles queuing at the manual lane exit and the second number of the second vehicles to calculate a second road congestion index of the manual lane exit within the preset time period. The third combination module is configured to combine the first road congestion index and the second road congestion index to generate a vehicle scheduling plan of the vehicles at the ETC lane exit. The vehicle scheduling plan is sent to a terminal device of an operator so that the operator erases the entrance information of the vehicles at the ETC lane exit and guides the vehicles to the manual lane exit according to the vehicle scheduling plan.

[0142] It should be noted that the device provided in the above embodiments is only exemplified by the division of the above functional modules when realizing its functions. In actual applications, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the above-described functions. In addition, the device and method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process is detailed in the method embodiments, which will not be described here.

[0143] It should be noted that the system provided in the above embodiments is only exemplified by the division of the above functional modules when realizing its functions. In actual applications, the above functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the above-described functions. In addition, the system and method embodiments provided in the above embodiments belong to the same concept, and the specific implementation process is detailed in the method embodiments, which will not be described here.

[0144] Please refer to Figure 3 A structural schematic diagram of an electronic device is provided in an embodiment of the present application. As shown in Figure 3As shown, the electronic device 1000 can include at least one processor 1001, at least one network interface 1004, a user interface 1003, a memory 1005, at least one communication bus 1002.

[0145] The communication bus 1002 is configured to realize the connection communication between the components.

[0146] The user interface 1003 can include a display, a camera, and optionally a standard wired interface and a wireless interface.

[0147] The network interface 1004 can optionally include a standard wired interface and a wireless interface (such as a WI-FI interface).

[0148] The processor 1001 can include one or more processing cores. The processor 1001 connects various parts of the server through various interfaces and lines, executes various functions of the server and processes data by running or executing instructions, programs, code sets or instruction sets stored in the memory 1005, and calling data stored in the memory 1005. Optionally, the processor 1001 can be implemented in at least one of a digital signal processing (DSP), a field-programmable gate array (FPGA), and a programmable logic array (PLA). The processor 1001 can be integrated with a combination of one or more of a central processing unit (CPU), a graphics processing unit (GPU), and a modem. Among them, the CPU is mainly used to process the operating system, user interface and application programs; the GPU is used to render and draw the content to be displayed on the display; and the modem is used to process wireless communication. It can be understood that the above-mentioned modem can also not be integrated into the processor 1001, but can be realized by a separate chip.

[0149] The memory 1005 can include a Random Access Memory (RAM) and can also include a Read-Only Memory (ROM). Optionally, the memory 1005 includes a non-transitory computer-readable storage medium. The memory 1005 can be used to store instructions, programs, codes, code sets, or instruction sets. The memory 1005 can include a program storage area and a data storage area, where the program storage area can store instructions for implementing an operating system, instructions for at least one function (such as a touch function, a sound playing function, an image playing function, etc.), instructions for implementing the various method embodiments described above, etc.; the data storage area can store data involved in the various method embodiments described above, etc. The memory 1005 can also optionally be at least one storage device located away from the aforementioned processor 1001. As shown in Figure 3 The memory 1005, as a computer storage medium, can include an operating system, a network communication module, a user interface module, and an application program of an ETC vehicle entry information erasing method.

[0150] In the electronic device 1000 shown in Figure 3 In the electronic device 1000 shown in

[0151] An electronic device readable storage medium stores instructions. When executed by one or more processors, the electronic device performs the method described in one or more of the above embodiments.

[0152] It should be noted that, for the above-mentioned method embodiments, in order to simply describe, they are all expressed as a series of action combinations, but those skilled in the art should know that the present application is not limited by the action sequence described, because according to the present application, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should know that the embodiments described in the specification all belong to preferred embodiments, and the actions and modules involved are not necessarily required by the present application.

[0153] In the above embodiments, the description of each embodiment has its own focus, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0154] In several embodiments provided in the present application, it should be understood that the disclosed apparatus can be implemented in other manners. For example, the division of the apparatus embodiments is merely illustrative, and the units can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0155] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they can be located in one place or distributed on multiple network units. Some or all of the units can be selected according to actual needs to achieve the purpose of the embodiment.

[0156] In addition, the functional units in each embodiment of the present application can be integrated into a processing unit, or each unit can be physically present separately, or two or more units can be integrated into one unit. The integrated unit can be realized in the form of hardware or in the form of a software functional unit.

[0157] The integrated unit, if realized in the form of a software functional unit and sold or used as an independent product, can be stored in a computer readable memory. Based on this understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or the whole or part of the technical solutions can be embodied in the form of a software product, which is stored in a memory and includes a plurality of instructions for causing a computer device (which can be a personal computer, a server or a network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned memory includes: a U disk, a mobile hard disk, a magnetic disk or an optical disk, and various media that can store program codes.

[0158] The above is only exemplary embodiments of the present disclosure, which cannot limit the scope of the present disclosure. Any equivalent changes and modifications made in accordance with the teachings of the present disclosure are still within the scope of the present disclosure. Other embodiments of the present disclosure will be readily apparent to those skilled in the art upon considering the specification and practicing the present disclosure. The present application is intended to cover any variations, uses or adaptive changes of the present disclosure that follow the general principles of the present disclosure and include common knowledge or conventional techniques in the art that are not described in the present disclosure. The specification and embodiments are only considered exemplary, and the scope and spirit of the present disclosure are defined by the claims.

Claims

1. An ETC vehicle entrance information erasing method characterized by comprising: The method comprises: When there is an anomaly at the ETC lane exit of the expressway, obtaining a first number of vehicles queuing at the ETC lane exit, a second number of vehicles queuing at the manual lane exit, and vehicle types of vehicles on the expressway at the current time, the vehicle types including first vehicles entering the expressway from the ETC lane and second vehicles entering the expressway from the manual lane; Obtaining a vehicle distribution state of the expressway at the current time, and predicting, on the basis of the vehicle distribution state, a first number of the first vehicles arriving at the ETC lane exit and a second number of the second vehicles arriving at the manual lane exit within a preset period of time after the current time according to the number of the first vehicles and the number of the second vehicles, comprising: determining a first proportion of the first vehicles and a second proportion of the second vehicles on the expressway according to the number of the first vehicles and the number of the second vehicles; obtaining a total number of vehicles in a target section according to the vehicle distribution state, the target section being a section within a preset period of time after the current time in which vehicles can arrive at the manual lane exit; and arithmetically multiplying the first proportion and the total number of vehicles to generate the first number of the first vehicles arriving at the ETC lane exit within the preset period of time, and arithmetically multiplying the second proportion and the total number of vehicles to generate the second number of the second vehicles arriving at the manual lane exit within the preset period of time; Combining the first number of vehicles queuing and the first number of vehicles, a first road congestion index at the ETC lane exit within the preset period of time is calculated; Combining the second number of vehicles queuing and the second number of vehicles, a second road congestion index at the manual lane exit within the preset period of time is calculated; Combining the first road congestion index and the second road congestion index, a vehicle scheduling plan for vehicles at the ETC lane exit is generated, comprising: calculating a difference value of the first road congestion index and the second road congestion index; determining a vehicle scheduling threshold according to the difference value, and determining a number of vehicles that need to be scheduled from the ETC lane exit to the manual lane exit per unit time according to the vehicle scheduling threshold; grouping vehicles at the ETC lane exit according to the number of vehicles to generate a vehicle scheduling sequence; generating a vehicle scheduling plan containing vehicle grouping information and scheduling time information according to the vehicle scheduling sequence; and sending the vehicle scheduling plan to a terminal device of an operator so that the operator erases entry information of vehicles at the ETC lane exit and guides the vehicles to the manual lane exit according to the vehicle scheduling plan.

2. The ETC vehicle entry information erasing method of claim 1, wherein, The combination of the first number of vehicles queuing and the first number of vehicles, the calculation of the first road congestion index at the ETC lane exit within the preset period of time, comprises: According to the first number of vehicles queuing, a first sub-road congestion index at the ETC lane exit is determined, wherein the first number of vehicles queuing is directly proportional to the first sub-road congestion index; According to the first number of vehicles, a second sub-road congestion index at the ETC lane exit is determined, wherein the first number of vehicles is directly proportional to the second sub-road congestion index; obtaining a first preset weight corresponding to the first sub-road congestion index and a second preset weight corresponding to the second sub-road congestion index; multiplying the first sub-road congestion index by the first preset weight to obtain a first weighted congestion index, and multiplying the second sub-road congestion index by the second preset weight to obtain a second weighted congestion index; adding the first weighted congestion index and the second weighted congestion index to obtain the first road congestion index of the ETC lane exit in the preset time period.

3. The ETC vehicle entry information erasing method of claim 1, wherein, The combination of the second waiting quantity and the second quantity to calculate the second road congestion index of the manual lane exit in the preset time period comprises: determining a third sub-road congestion index of the manual lane exit according to the second waiting quantity, wherein the second waiting quantity is proportional to the third sub-road congestion index; determining a fourth sub-road congestion index of the manual lane exit according to the second quantity, wherein the second quantity is proportional to the fourth sub-road congestion index; obtaining a third preset weight corresponding to the third sub-road congestion index and a fourth preset weight corresponding to the fourth sub-road congestion index; multiplying the third sub-road congestion index by the third preset weight to obtain a third weighted congestion index, and multiplying the fourth sub-road congestion index by the fourth preset weight to obtain a fourth weighted congestion index; adding the third weighted congestion index and the fourth weighted congestion index to obtain the second road congestion index of the manual lane exit in the preset time period.

4. The ETC vehicle entry information erasing method of claim 1, wherein, The determination of the vehicle dispatch threshold according to the difference value, and the determination of the number of vehicles that need to be dispatched from the ETC lane exit to the manual lane exit in a unit time according to the vehicle dispatch threshold, comprises: obtaining a preset reference dispatch threshold; when the difference value is greater than a first preset value, multiplying the reference dispatch threshold by a first adjustment coefficient to obtain the vehicle dispatch threshold, wherein the first adjustment coefficient is proportional to the difference value; when the difference value is less than or equal to the first preset value and greater than a second preset value, multiplying the reference dispatch threshold by a second adjustment coefficient to obtain the vehicle dispatch threshold, wherein the second adjustment coefficient is less than the first adjustment coefficient, and the second adjustment coefficient is proportional to the difference value; when the difference value is less than or equal to the second preset value, multiplying the reference dispatch threshold by a third adjustment coefficient to obtain the vehicle dispatch threshold, wherein the third adjustment coefficient is less than the second adjustment coefficient, and the third adjustment coefficient is proportional to the difference value; determining the number of vehicles that need to be dispatched from the ETC lane exit to the manual lane exit in a unit time according to the product of the vehicle dispatch threshold and a unit time coefficient.

5. The ETC vehicle entry information erasing method of claim 1, wherein, The generation of the vehicle dispatch plan containing vehicle marshalling information and dispatch time information according to the vehicle dispatch sequence comprises: obtaining the unit time traffic capacity of the manual lane exit; determining the minimum time interval between adjacent two batches of vehicles according to the unit time traffic capacity; performing time allocation on the vehicle dispatch sequence according to the minimum time interval to generate the dispatch time information; According to position information of the vehicles in the vehicle scheduling sequence, the continuously scheduled vehicles are divided into vehicle groups, and vehicle group information is generated; The scheduling time information and the vehicle group information are associated, and the vehicle scheduling plan is generated, in which each vehicle group corresponds to a scheduling time point.

6. An ETC vehicle entrance information erasing system characterized by comprising: The system comprises a first acquisition module, a second acquisition module, a first combination module, a second combination module and a third combination module; wherein, The first acquisition module is configured to acquire a first number of vehicles queuing at an ETC lane exit, a second number of vehicles queuing at a manual lane exit, and vehicle types of vehicles on the expressway when there is an anomaly at the ETC lane exit of the expressway, the vehicle types including first vehicles entering the expressway from the ETC lane and second vehicles entering the expressway from the manual lane; The second acquisition module is configured to acquire a vehicle distribution state of the expressway at the current time, and predict, on the basis of the vehicle distribution state, a first number of the first vehicles arriving at the ETC lane exit and a second number of the second vehicles arriving at the manual lane exit within a preset period of time after the current time, including: determining a first proportion of the first vehicles and a second proportion of the second vehicles on the expressway according to the number of the first vehicles and the number of the second vehicles; acquiring a total number of vehicles in a target section according to the vehicle distribution state, the target section being a section within the preset period of time after the current time in which vehicles can arrive at the manual lane exit; and arithmetically multiplying the first proportion and the total number of vehicles to generate the first number of the first vehicles arriving at the ETC lane exit within the preset period of time, and arithmetically multiplying the second proportion and the total number of vehicles to generate the second number of the second vehicles arriving at the manual lane exit within the preset period of time; The first combination module is configured to combine the first number of vehicles queuing at the ETC lane exit and the first number of the first vehicles to calculate a first road congestion index at the ETC lane exit within the preset period of time; The second combination module is configured to combine the second number of vehicles queuing at the manual lane exit and the second number of the second vehicles to calculate a second road congestion index at the manual lane exit within the preset period of time; and The third combination module is configured to combine the first road congestion index and the second road congestion index to calculate a road congestion index of the expressway. The third combination module is configured to combine the first road congestion index and the second road congestion index to generate a vehicle dispatch plan for the vehicles at the ETC lane exit, including: calculating a difference between the first road congestion index and the second road congestion index; determining a vehicle dispatch threshold according to the difference, and determining a number of vehicles that need to be dispatched from the ETC lane exit to the manual lane exit per unit time according to the vehicle dispatch threshold; grouping the vehicles at the ETC lane exit according to the number of vehicles to generate a vehicle dispatch sequence; generating a vehicle dispatch plan including vehicle grouping information and dispatch time information according to the vehicle dispatch sequence; and sending the vehicle dispatch plan to a terminal device of an operator to enable the operator to erase the entry information of the vehicles at the ETC lane exit and guide the vehicles to the manual lane exit according to the vehicle dispatch plan.

7. An electronic device, comprising: An electronic device includes a processor, a memory, a user interface, and a network interface. The memory is configured to store instructions. The user interface and the network interface are configured to communicate with other devices. The processor is configured to execute the instructions stored in the memory to cause the electronic device to perform the method of any one of claims 1-5.

8. A computer-readable storage medium, characterized in that, A computer program is stored in a memory and is loadable and executable by a processor to perform the method of any one of claims 1-5.

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