CN111695714B

CN111695714B - Lane canalization rationality detection method and device, electronic equipment and storage medium

Info

Publication number: CN111695714B
Application number: CN201910185891.5A
Authority: CN
Inventors: 徐琪琪; 赵越; 伊峰; 赵天昊; 孙伟力
Original assignee: Beijing Didi Infinity Technology and Development Co Ltd
Current assignee: Beijing Didi Infinity Technology and Development Co Ltd
Priority date: 2019-03-12
Filing date: 2019-03-12
Publication date: 2023-08-04
Anticipated expiration: 2039-03-12
Also published as: CN111695714A

Abstract

The application relates to the technical field of traffic control, in particular to a lane canalization rationality detection method, a lane canalization rationality detection device, electronic equipment and a storage medium, wherein the method comprises the following steps: acquiring historical track information of each target vehicle passing through a target intersection; determining delayed traffic vehicle duty ratios with delayed traffic times of different traffic directions of the target intersection being greater than a preset time threshold based on the historical track information; and determining whether a lane canalization scheme corresponding to the target intersection is reasonable or not according to the vehicle occupation ratios of delayed traffic in different traffic directions of the target intersection. By adopting the scheme, the method and the device have the advantages that the effective detection on the rationality of the lane canalization scheme is realized, the problems of time and labor waste caused by a manual investigation mode are avoided, the automation degree and the intelligent degree are both higher, the time and the labor are saved, and the running efficiency of urban traffic can be effectively improved.

Description

Lane canalization rationality detection method and device, electronic equipment and storage medium

Technical Field

The application relates to the technical field of traffic control, in particular to a lane canalization rationality detection method, a lane canalization rationality detection device, electronic equipment and a storage medium.

Background

With the continuous promotion of the urban process and the rapid increase of urban population density and automobile conservation quantity, traffic jam phenomenon frequently occurs, and the efficient operation of the city and the work and the life of residents are seriously affected.

Urban traffic jam problems are often prominently represented at intersections, so that reasonable arrangement of marked lines of each section of the intersections is crucial. In order to enable a driver to drive according to a correct route, various traffic islands can be arranged on a driving lane in a crossing canalization mode to seal partial crossings, and conflict points of intersection of traffic flows are dispersed as far as possible.

At present, a manual investigation mode is often adopted to conduct lane canalization detection, time and labor are wasted, and therefore the running efficiency of urban traffic cannot be effectively improved.

Disclosure of Invention

In view of this, an object of the embodiments of the present application is to provide a method, an apparatus, an electronic device, and a storage medium for detecting rationality of lane channeling, which can determine whether a lane channeling scheme is reasonable or not based on historical track information of a vehicle, and has high automation and intelligent degrees.

Mainly comprises the following aspects:

in a first aspect, an embodiment of the present application provides a method for detecting lane canalization rationality, where the method includes:

Acquiring historical track information of each target vehicle passing through a target intersection;

determining delayed traffic vehicle duty ratios with delayed traffic times of different traffic directions of the target intersection being greater than a preset time threshold based on the historical track information;

and determining whether a lane canalization scheme corresponding to the target intersection is reasonable or not according to the vehicle occupation ratios of delayed traffic in different traffic directions of the target intersection.

In some embodiments, the preset time threshold may be determined according to the following steps:

and determining the preset time threshold according to the time length of the indication lamp indicating that the traffic can be performed in the traffic direction and the time length of the indication lamp indicating that the traffic cannot be performed in the traffic direction for each traffic direction.

In some embodiments, the target intersection comprises at least two intersections, each intersection corresponding to at least one lane.

In one embodiment, the two intersections are relatively set, and the determining, based on the historical track information, a delayed traffic vehicle duty ratio that a delayed traffic time of different traffic directions of the target intersection is greater than a preset time threshold value includes:

determining a first delayed traffic vehicle duty ratio of a delayed traffic time in a straight direction corresponding to one intersection of two intersections relatively arranged with respect to the target intersection based on historical track information of each target vehicle passing through the intersection, wherein the delayed traffic time in the straight direction is greater than a first preset time threshold; determining a second delayed traffic vehicle duty ratio that the delayed traffic time of the left turn direction corresponding to the intersection is greater than a second preset time threshold;

The determining whether the lane channeling scheme corresponding to the target intersection is reasonable according to the vehicle occupation ratios of delayed traffic in different traffic directions of the target intersection comprises the following steps:

and determining whether a lane channeling scheme corresponding to the intersection is reasonable according to a first delayed traffic vehicle duty ratio that the delayed traffic time of the straight direction corresponding to the intersection of the target intersection is greater than a first preset time threshold value and a second delayed traffic vehicle duty ratio that the delayed traffic time of the left turn direction corresponding to the intersection is greater than a second preset time threshold value.

In some embodiments, determining, based on historical track information of each target vehicle passing through the one intersection of the target intersections, a first delayed traffic vehicle duty cycle for which a delayed traffic time in a straight direction corresponding to the intersection is greater than a first preset time threshold includes:

counting a first delayed traffic vehicle occupation ratio of the delayed traffic time of the intersection in the straight direction corresponding to the lane, which is larger than a first preset time threshold value, according to the historical track information of each target vehicle passing through the intersection for any lane corresponding to the intersection;

and summing the counted first delayed traffic vehicle duty ratios of the intersection in the straight-going directions corresponding to all lanes, wherein the delayed traffic time of the first delayed traffic vehicle duty ratio is larger than a first preset time threshold value, so as to obtain the first delayed traffic vehicle duty ratio of the intersection in the straight-going directions corresponding to the intersection, wherein the delayed traffic time of the first delayed traffic vehicle duty ratio is larger than the first preset time threshold value.

In some embodiments, the determining whether the lane channeling scheme corresponding to the intersection is reasonable according to a first delayed traffic vehicle duty cycle in which the delayed traffic time in the straight direction corresponding to the intersection of the target intersection is greater than a first preset time threshold, and a second delayed traffic vehicle duty cycle in which the delayed traffic time in the left turn direction corresponding to the intersection is greater than a second preset time threshold includes:

and determining whether a lane canalization scheme corresponding to the one intersection of the two intersections which are oppositely arranged at the target intersection is reasonable according to a first delayed traffic vehicle occupation ratio that the delayed traffic time of the straight direction corresponding to the intersection is larger than a first preset time threshold, a second delayed traffic vehicle occupation ratio that the delayed traffic time of the left turn direction corresponding to the intersection is larger than a second preset time threshold, a third delayed traffic vehicle occupation ratio that the delayed traffic time of the straight direction corresponding to the other intersection is larger than a third preset time threshold and a fourth delayed traffic vehicle occupation ratio that the delayed traffic time of the left turn direction corresponding to the other intersection is larger than a fourth preset time threshold.

In another embodiment, before determining whether the lane channelization scheme corresponding to the one intersection of the target intersection is reasonable, the method further includes:

determining a first lane proportion of a straight lane included in one intersection to all lanes and a second lane proportion of a left-turn lane included in the intersection to all lanes aiming at one intersection of two intersections oppositely arranged on the target intersection;

determining the third lane proportion of a straight lane included in the intersection to all lanes and the fourth lane proportion of a left-turn lane included in the intersection to all lanes aiming at the other intersection of the two intersections oppositely arranged at the target intersection;

the determining whether the lane canalization scheme corresponding to the intersection of the target intersection is reasonable includes:

for the one intersection, determining whether a lane canalization scheme corresponding to the one intersection is reasonable based on the determined first lane proportion information, second lane proportion information, third lane proportion information, fourth lane proportion information, first delayed traffic vehicle duty ratio, second delayed traffic vehicle duty ratio, third delayed traffic vehicle duty ratio and fourth delayed traffic vehicle duty ratio.

In still another embodiment, the determining whether the lane-canalization scheme corresponding to the one intersection is reasonable based on the determined first lane proportion information, second lane proportion information, third lane proportion information, fourth lane proportion information, first delayed-traffic vehicle duty cycle, second delayed-traffic vehicle duty cycle, third delayed-traffic vehicle duty cycle, and fourth delayed-traffic vehicle duty cycle includes:

for the one intersection, when the first delayed traffic vehicle duty ratio is smaller than a first duty ratio threshold value, the second delayed traffic vehicle duty ratio is larger than a second duty ratio threshold value, and the second vehicle road proportion information is smaller than a lane proportion threshold value, the lane canalization scheme corresponding to the one intersection is unreasonable.

In still another embodiment, after determining that the lane channelization scheme corresponding to the one intersection of the target intersection is unreasonable, the method further includes:

and aiming at the intersection, increasing the proportion of the left-turning lanes included in the intersection to the second lanes of all lanes.

In a second aspect, an embodiment of the present application further provides a lane canalization rationality detection apparatus, where the apparatus includes:

the acquisition module is used for acquiring historical track information of each target vehicle passing through the target intersection;

The determining module is used for determining the vehicle occupation ratio of delayed traffic with the delayed traffic time of different traffic directions of the target intersection being greater than a preset time threshold value based on the historical track information;

and the detection module is used for determining whether the lane canalization scheme corresponding to the target intersection is reasonable or not according to the delayed traffic vehicle occupation ratios of the different traffic directions of the target intersection.

In some embodiments, the determining module is specifically configured to:

In one embodiment, the two intersections are disposed opposite to each other, and the determining module is specifically configured to:

The detection module is specifically configured to:

In some embodiments, the determining module is specifically configured to:

In some embodiments, the detection module is specifically configured to:

In another embodiment, the detection module is specifically configured to:

before determining whether a lane canalization scheme corresponding to the one intersection of the target intersection is reasonable, determining a first lane proportion of a straight lane included in the intersection to all lanes and a second lane proportion of a left-turn lane included in the intersection to all lanes for one intersection of two intersections which are oppositely arranged on the target intersection;

In yet another embodiment, the detection module is specifically configured to:

after the fact that the lane channeling scheme corresponding to the intersection of the target intersection is unreasonable is determined, the second vehicle road proportion of left-turning lanes included in the intersection to all lanes is improved for the intersection.

In a third aspect, an embodiment of the present application further provides an electronic device, including: a processor, a storage medium and a bus, the storage medium storing machine-readable instructions executable by the processor, the processor and the storage medium communicating over the bus when the electronic device is running, the processor executing the machine-readable instructions to perform the steps of the lane-channelisation rationality detection method according to the first aspect when executed.

In a fourth aspect, embodiments of the present application also provide a computer readable storage medium having stored thereon a computer program which, when executed by a processor, performs the steps of the lane-canalization rationality detection method according to the first aspect.

By adopting the scheme, the historical track information of each target vehicle passing through the target intersection is firstly obtained, then the traffic delay vehicle occupation ratio with the traffic delay time greater than the preset time threshold value is determined based on the historical track information, and finally whether the lane canalization scheme corresponding to the target intersection is reasonable is determined according to the traffic delay vehicle occupation ratio. That is, according to the embodiment of the application, whether the lane canalization scheme corresponding to the target intersection is reasonable or not (if the set lane proportion is reasonable) is determined based on the historical track information of the target vehicle, so that the effective detection of the rationality of the lane canalization scheme is realized, the problem of time and labor waste caused by a manual investigation mode is avoided, the automation and intelligent degree are both high, time and labor are saved, and the running efficiency of urban traffic can be effectively improved.

In order to make the above objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the embodiments will be briefly described below, it being understood that the following drawings only illustrate some embodiments of the present application and therefore should not be considered limiting the scope, and that other related drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a flow chart of a lane-canalization rationality detection method according to one embodiment of the present disclosure;

fig. 2 shows a flowchart of a lane-canalization rationality detection method provided in a second embodiment of the present application;

FIG. 3 is a flowchart of another lane-canalization rationality detection method provided in accordance with a second embodiment of the present application;

FIG. 4 is a flowchart of another lane-canalization rationality detection method provided in accordance with a second embodiment of the present application;

fig. 5 shows a schematic structural diagram of a lane-canalization rationality detection device according to a third embodiment of the present disclosure;

fig. 6 shows a schematic structural diagram of an electronic device according to a fourth embodiment of the present application.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions of the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application, and it should be understood that the accompanying drawings in the present application are only for the purpose of illustration and description, and are not intended to limit the protection scope of the present application. In addition, it should be understood that the schematic drawings are not drawn to scale. A flowchart, as used in this application, illustrates operations implemented according to some embodiments of the present application. It should be understood that the operations of the flow diagrams may be implemented out of order and that steps without logical context may be performed in reverse order or concurrently. Moreover, one or more other operations may be added to the flow diagrams and one or more operations may be removed from the flow diagrams as directed by those skilled in the art.

In addition, the described embodiments are only some, but not all, of the embodiments of the present application. The components of the embodiments of the present application, which are generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, as provided in the accompanying drawings, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, are intended to be within the scope of the present application.

Considering that the related method of manual investigation is adopted for carrying out lane canalization rationality detection, time and labor are wasted, and therefore the running efficiency of urban traffic cannot be effectively improved. In view of this, the embodiments of the present application provide a method, an apparatus, an electronic device, and a storage medium for detecting lane channelization rationality, which can determine whether a lane channelization scheme is reasonable based on historical track information of a vehicle, and has high automation and intelligence degrees. The following is a detailed description of several embodiments.

Example 1

As shown in fig. 1, a flowchart of a lane-based rationality detection method provided in an embodiment of the present application may be an electronic device, such as a private device, an operator network device (e.g., a base Station device), a site (Station) deployed by a certain industry organization, a group, and a person, and specifically, may include, but is not limited to, a mobile Station, a mobile terminal, a mobile phone, a user device, a mobile phone, and a portable device (portable equipment), a vehicle, and the like, where the terminal device may be, for example, a mobile phone (or referred to as a "cellular" phone), a computer with a wireless communication function, and the like, and the terminal device may also be a portable, a pocket-sized, a handheld, a computer-built-in, or a vehicle-mounted mobile device. The lane canalization rationality detection method specifically comprises the following steps:

S101, acquiring historical track information of each target vehicle passing through a target intersection.

Here, the history track information may be determined based on information recorded by a driving device (such as a driving recorder) of the vehicle, may be acquired from an existing network vehicle service platform, or may be determined by other means capable of grasping a driving track of a target vehicle passing through a target intersection. In consideration of the wide application of the network about vehicle service platform, the history track information acquired by the network about vehicle service platform is richer and more comprehensive, so that in the embodiment of the application, the history track information can be directly acquired from the network about vehicle service platform. In order to better define the historical track information, the working process of the network vehicle service platform is briefly described below.

When a passenger needs to drive, corresponding driving information (such as travel starting point information, travel end point information and the like) can be input into the passenger client, after the driving information is determined, the server of the online taxi service platform can generate a corresponding travel order according to the driving information, the travel order can be distributed to the driver client corresponding to a driver, and the driver can conduct online taxi service through the driver client. Here, the travel order corresponding to each vehicle can be clarified by the vehicle identification information determined in the travel order. The travel order can determine the historical track information (such as travel starting point information and travel end point information) of the starting track point and the ending track point, and also record the historical track information of each travel track point in the travel process, such as time information, position information, speed information and the like of each track point of the travel path.

It should be noted that the relevant location information in the above-mentioned historical track information may be determined by using a positioning technique. For location information, a variety of positioning devices may be utilized for acquisition, and the positioning techniques used herein may be based on global positioning system (Global Positioning System, GPS), global navigation satellite system (Global Navigation Satellite System, GLONASS), COMPASS navigation system (COMPASS), galileo positioning system, quasi-zenith satellite system (Quasi-Zenith Satellite System, QZSS), wireless fidelity (Wireless Fidelity, wiFi) positioning techniques, and the like, or any combination thereof. One or more of the above-described positioning systems may be used interchangeably throughout this application.

In consideration of the above-described history track information of the start track point and the end track point mainly refers to a travel start point position corresponding to the start point and a travel end point position corresponding to the end point, here, the position information may be determined by using the above-described positioning technique. For example, the network taxi service platform can automatically locate the current position of the user as the travel starting point position. Or, the user may select a specific trip starting point position on the map, or manually input the trip starting point position, for example, manually input the trip starting point position of "capital airport", where the trip ending point position is mainly determined by using a mode of selecting or manually inputting by the user on the map, which is not described herein.

In addition, the relevant speed information in the above-mentioned historical track information can be determined by using a sensor technology. For the speed information, the speed sensor provided on the running vehicle or other sensors capable of measuring the speed of the running vehicle may be used for determining the speed information, which is not described herein.

When the lane canalization rationality detection is required to be carried out on the target intersection, the historical track information of the target vehicle which walks the target intersection is only required to be determined from the historical track information of each vehicle, and in addition, the historical track information about the target vehicle can be all the historical track information about a travel order or part of the historical track information which is intercepted from all the historical track information and corresponds to the target intersection. Here, since the actual geographic position of the target intersection is known, whether any vehicle is a target vehicle may be determined based on whether the position information where the history of vehicles is located coincides with the actual geographic position of the target intersection.

In this embodiment of the present application, the target intersection may include at least two intersections, for the target intersection of two intersections, two intersections may be set relatively, or may be set at right angles, for the target intersection of three intersections, three intersections may be set at T-shape, and for the target intersection of four intersections, four intersections may be set at an intersection, or may be a target intersection of five or more intersections. When the target intersection is selected, the target intersection can be directly selected according to the requirement of the user, or can be automatically selected. For automatic selection, the more intersections included in an intersection are considered, the more complex the traffic condition corresponding to the intersection is, and the higher the demand for detecting the rationality of lane canalization is, so that the embodiment of the application can comprehensively consider the complexity of the intersection, the information such as the historical congestion condition and the like to automatically select the target intersection.

S102, based on the historical track information, determining the traffic delay vehicle occupation ratio that the traffic delay time of different traffic directions of the target intersection is larger than a preset time threshold.

Here, after the history track information of each target vehicle is acquired, for each target vehicle, based on the analysis result of the history track information of the target vehicle, it is possible to determine not only which intersection the target vehicle is at, but also whether the target vehicle is traveling straight or turning left at the intersection, and further whether the target vehicle can pass through the intersection while traveling straight or pass through the intersection while turning left. In this way, by analyzing the historical track information of each target vehicle within a preset time threshold, determining the proportion of the delayed traffic vehicles with the delayed traffic time greater than the preset time threshold in different traffic directions to all vehicles, namely the delayed traffic vehicle proportion, wherein the preset time threshold can be determined by the sum of the time that the indicator light indicates that the traffic direction can pass and the time that the indicator light indicates that the traffic direction cannot pass, that is, for each traffic direction, the embodiment of the application can firstly determine the time that the green indicator light indicates that the traffic direction can pass and determine the time that the red indicator light indicates that the traffic direction cannot pass, so as to determine the preset time threshold of the delayed traffic vehicle proportion in the traffic direction, then determine whether the delayed traffic time is greater than the time threshold, and if so, determine that the vehicle delay occurs.

To clarify the above-mentioned direction of traffic, it can be explained in connection with an example of a cross-target intersection. For a cross target intersection, the north-positive direction may be the first passing direction, and the south-positive direction corresponding to the first passing direction may be the second passing direction, and similarly, the cross target intersection further includes a third passing direction, i.e., the west-positive direction, and a fourth passing direction, i.e., the east-positive direction. Therefore, for any intersection of the above-mentioned cross target intersections, if the any intersection is located in the south of the cross target intersection, the embodiment of the present application may further determine the direction corresponding to the intersection based on the passing direction, such as the straight direction (i.e. the first passing direction in north) and the left turning direction (i.e. the third passing direction in north).

It is worth to be noted that, in the embodiment of the present application, different traffic directions may be determined according to actual conditions of the target intersection, so as to determine the vehicle occupancy rates of delayed traffic in different traffic directions, thereby improving applicability of the lane canalization rationality detection method.

S103, determining whether a lane canalization scheme corresponding to the target intersection is reasonable or not according to the delayed traffic vehicle occupation ratios of different traffic directions of the target intersection.

Here, after determining the vehicle occupancy rates of delayed traffic in different traffic directions of the target intersection, the embodiment of the application determines whether the lane channeling scheme corresponding to the target intersection is reasonable. Here, taking a cross target intersection as an example, for any intersection of the cross target intersection, determining the traffic delay vehicle proportion in the straight direction and the left turn direction corresponding to the intersection, determining the traffic delay vehicle in the traffic delay time, and determining whether the lane proportion corresponding to the target intersection is suitable or not, thereby further determining whether the lane channeling scheme corresponding to the target intersection is reasonable or not.

In this embodiment of the present application, the target intersection includes at least two intersections, and each intersection corresponds to at least one lane, so for the above-mentioned cross target intersection, two sets of two intersections that are oppositely disposed may be provided.

Considering the complexity of the traffic conditions, the traffic conditions possibly encountered by different intersections are different for the target intersections, and the embodiment of the present application can determine whether the lane-channelizing scheme of the intersection is reasonable based on the historical track information of the target vehicle passing through the intersection of the target intersection, and is described in detail in the following embodiment two.

Example two

As shown in fig. 2, a flow chart of a lane-based rationality detection method provided in a second embodiment of the present application is shown, where the lane-based rationality detection method specifically includes:

s201, determining a first delayed traffic vehicle duty ratio of which the delayed traffic time in the straight direction corresponding to one intersection is greater than a first preset time threshold value based on historical track information of each target vehicle passing through the intersection aiming at one intersection of two intersections which are oppositely arranged at the target intersection; determining a second delayed traffic vehicle duty ratio that the delayed traffic time of the left turn direction corresponding to the intersection is greater than a second preset time threshold;

s202, determining whether a lane canalization scheme corresponding to the intersection is reasonable according to a first traffic delay vehicle duty ratio that the traffic delay time of the straight direction corresponding to the intersection of the target intersection is larger than a first preset time threshold value and a second traffic delay vehicle duty ratio that the traffic delay time of the left turn direction corresponding to the intersection is larger than a second preset time threshold value.

Here, in the embodiment of the present application, for one intersection of two intersections that are relatively set at a target intersection, first, based on historical track information of each target vehicle that passes through the intersection, a first delayed traffic vehicle duty ratio that a delayed traffic time in a straight direction corresponding to the intersection is greater than a first preset time threshold value may be determined, and a second delayed traffic vehicle duty ratio that a delayed traffic time in a left turn direction corresponding to the intersection is greater than a second preset time threshold value may be determined. Similarly, in the embodiment of the present application, for another intersection of two intersections that is set relatively to a target intersection, a third delayed traffic vehicle occupation ratio that a delayed traffic time in a straight direction corresponding to the intersection is greater than a third preset time threshold and a fourth delayed traffic vehicle occupation ratio that a delayed traffic time in a left turn direction corresponding to the intersection is greater than a fourth preset time threshold may be determined first based on historical track information of each target vehicle that passes through the intersection, so that whether a lane canalization scheme corresponding to the intersection is reasonable may be determined according to the first delayed traffic vehicle occupation ratio corresponding to the straight direction of the intersection and the second delayed traffic vehicle occupation ratio corresponding to the left turn direction, and the third delayed traffic vehicle occupation ratio corresponding to the straight direction of the other intersection and the fourth delayed traffic vehicle occupation ratio corresponding to the left turn direction. That is, in the embodiment of the present application, when determining whether the lane canalization scheme is reasonable for one intersection, not only the delay information of the intersection but also the delay information of another intersection disposed opposite to the intersection may be relied on, which mainly considers that in an actual traffic condition, the left-hand traffic of the intersection disposed opposite to the intersection is affected by the straight traffic of the intersection to a greater extent.

It should be noted that, in the embodiment of the present application, the first preset time threshold, the second preset time threshold, the third preset time threshold, and the fourth preset time threshold may be the same or different. In practical application, the first preset time threshold value and the third preset time threshold value which are set for the straight direction can be the same or different. When different time thresholds are set, the time thresholds can be properly adjusted in combination with traffic conditions, such as when the traffic conditions are severe, otherwise, the time thresholds can be properly adjusted to adapt to various traffic conditions. Similarly, the second preset time threshold and the fourth preset time threshold set for the left turning direction at the same time may be the same or different, and are not described herein.

As can be seen from the description of the first embodiment of the present application, the present application may have a preset traffic cycle (corresponding to a preset time threshold) for the target intersection, and here, taking the cross target intersection as an example, in the preset traffic cycle, four intersections of the cross target intersection each correspond to one traffic sub-cycle, and in one traffic sub-cycle, the target vehicle corresponding to the intersection may be released under the control of the signal lamp. In this way, after the vehicle occupation ratios of delayed traffic along different traffic directions in the traffic sub-period are determined based on the historical track information of each target vehicle, the rationality of the lane canalization scheme can be judged according to the vehicle occupation ratios of delayed traffic along different traffic directions.

It is contemplated that in actual traffic scenarios, traffic markings such as lines, arrows, text, elevation marks, raised pavement markers, and delineators may be used on the pavement of a road to regulate and guide traffic in order to convey traffic information such as guidance, restriction, warning, etc. to traffic participants. For any one intersection of the target intersections, the delayed traffic vehicle duty cycle of one traffic direction corresponding to the intersection can be determined based on the delayed traffic vehicle duty cycle of the traffic direction corresponding to the lane. As shown in fig. 3, the embodiment of the application provides a method for determining a vehicle duty ratio of delayed traffic in a straight direction corresponding to an intersection, which specifically includes the following steps:

s301, counting a first delayed traffic vehicle duty ratio of the intersection in a straight direction corresponding to any lane corresponding to the intersection based on historical track information of each target vehicle passing through the intersection, wherein the delayed traffic time of the intersection in the straight direction corresponding to the lane is larger than a first preset time threshold;

s302, summing the counted first delayed traffic vehicle occupation ratios of the intersection in the straight-going directions corresponding to all lanes, wherein the delayed traffic time of the first delayed traffic vehicle occupation ratios is larger than a first preset time threshold value, and obtaining the first delayed traffic vehicle occupation ratio of the intersection in the straight-going directions, wherein the delayed traffic time of the first delayed traffic vehicle occupation ratios is larger than the first preset time threshold value.

Here, for any intersection, the vehicle occupancy of the intersection in the straight traveling direction corresponding to the lane may be counted based on the historical track information of each target vehicle traveling through each lane of the intersection, and then the counted vehicle occupancy of the intersection in the straight traveling direction corresponding to all lanes may be summed to obtain the vehicle occupancy of the intersection in the straight traveling direction corresponding to the intersection.

Similarly, for any intersection, the embodiment of the application may further count the traffic delay vehicle occupation ratio of the intersection in the left turn direction corresponding to the lane based on the historical track information of each target vehicle of each lane passing through the intersection, and sum the counted traffic delay vehicle occupation ratios of the intersection in the left turn directions corresponding to all lanes to obtain the traffic delay vehicle occupation ratio of the intersection in the left turn directions corresponding to the intersection.

For any intersection, whether the lane canalization scheme is reasonable can be determined according to the ratio of the delayed traffic vehicles in the straight traveling direction and the left turning direction corresponding to the intersection, the ratio of the straight traveling lanes and the left turning lanes included in the intersection to all lanes, the ratio of the delayed traffic vehicles in the straight traveling direction and the left turning direction corresponding to another intersection which is opposite to the intersection, and the ratio of the straight traveling lanes and the left turning lanes included in the intersection to all lanes. As shown in fig. 4, the embodiment of the application provides a method for determining whether a lane canalization scheme is reasonable, which specifically includes the following steps:

S401, determining a first lane proportion of a straight lane included in one intersection to all lanes and a second lane proportion of a left-turn lane included in the intersection to all lanes according to one intersection of two intersections which are oppositely arranged on the target intersection;

s402, determining a third lane proportion of a straight lane included in the intersection to all lanes and a fourth lane proportion of a left-turn lane included in the intersection to all lanes aiming at the other intersection of the two intersections which are oppositely arranged on the target intersection;

s403, for the one intersection, determining whether a lane canalization scheme corresponding to the one intersection is reasonable or not based on the determined first lane proportion information, second lane proportion information, third lane proportion information, fourth lane proportion information, first delayed traffic vehicle duty ratio, second delayed traffic vehicle duty ratio, third delayed traffic vehicle duty ratio and fourth delayed traffic vehicle duty ratio.

Here, the embodiment of the application can determine the lane proportion of the straight-going lane and the left-turning lane in any one intersection to all lanes respectively, and can determine the lane proportion of the straight-going lane and the left-turning lane to all lanes respectively for the other intersection which is relatively arranged at the any one intersection, so that after determining the first traffic delay vehicle occupation ratio, the second traffic delay vehicle occupation ratio, the third traffic delay vehicle occupation ratio and the fourth traffic delay vehicle occupation ratio, the influence of the lane proportion setting of the intersection on the traffic delay condition of the intersection can be determined, and the influence of the lane proportion setting of the intersection which is relatively arranged at the intersection on the traffic delay condition of the intersection can be determined, thereby further determining whether the lane canal arrangement scheme corresponding to the intersection is reasonable.

When the first delayed traffic vehicle duty ratio is determined to be smaller than the first duty ratio threshold, the second delayed traffic vehicle duty ratio is determined to be larger than the second duty ratio threshold, and the second road proportion information is determined to be smaller than the lane proportion threshold, the lane channeling scheme corresponding to the intersection is determined to be unreasonable, that is, when the delay degree of the intersection in the straight direction is smaller and the delay degree of the left turn direction is larger, if the proportion of the left turn road is determined to be smaller, the lane channeling scheme corresponding to the intersection can be basically determined to be unreasonable.

In addition, after the unreasonable lane channeling scheme of the intersection is determined, the proportion of left-turn lanes included in the intersection to second lanes of all lanes can be improved, so that the updated lane channeling scheme can meet the requirements of current traffic conditions.

Based on the above embodiments, the present application further provides a lane canalization rationality detection device, and the implementation of the following various devices may refer to the implementation of the method, and the repetition is not repeated.

Example III

As shown in fig. 5, a lane canalization rationality detection device provided in a third embodiment of the present application includes:

an obtaining module 501, configured to obtain historical track information of each target vehicle passing through the target intersection;

A determining module 502, configured to determine, based on the historical track information, a delayed traffic vehicle duty ratio in which delayed traffic times in different traffic directions of the target intersection are greater than a preset time threshold;

and the detection module 503 is configured to determine whether a lane canalization scheme corresponding to the target intersection is reasonable according to the delayed traffic vehicle occupation ratios of different traffic directions of the target intersection.

In some embodiments, the determining module is specifically configured to:

In one embodiment, the two intersections are disposed opposite to each other, and the determining module 502 is specifically configured to:

The detection module 503 is specifically configured to:

In some embodiments, the determining module 502 is specifically configured to:

In some embodiments, the detection module 503 is specifically configured to:

In another embodiment, the detection module 503 is specifically configured to:

In yet another embodiment, the detection module 503 is specifically configured to:

Example IV

As shown in fig. 6, a schematic structural diagram of an electronic device according to a fourth embodiment of the present application includes: a processor 601, a storage medium 602, and a bus 603, the storage medium 602 storing machine-readable instructions executable by the processor 601, the processor 601 in communication with the storage medium 602 via the bus 603 when the electronic device is running, the processor 601 executing the machine-readable instructions to perform the following execution instructions stored in the storage medium 602:

In some embodiments, in the processing performed by the processor 601, the preset time threshold is determined according to the following steps:

In one embodiment, the two intersections are disposed opposite to each other, and in the processing performed by the processor 601, the determining, based on the historical track information, a delayed traffic vehicle duty ratio of a delayed traffic time of a different traffic direction of the target intersection to be greater than a preset time threshold includes:

in the processing executed by the processor 601, the determining whether the lane canalization scheme corresponding to the target intersection is reasonable according to the delayed traffic vehicle occupation ratios of different traffic directions of the target intersection includes:

In some embodiments, in the processing performed by the processor 601, based on the historical track information of each target vehicle passing through the one intersection of the target intersections, determining a first delayed traffic vehicle duty ratio that a delayed traffic time in a straight direction corresponding to the intersection is greater than a first preset time threshold includes:

In some embodiments, in the processing performed by the processor 601, determining whether the lane canalization scheme corresponding to the intersection is reasonable according to a first delayed traffic vehicle duty ratio in which the delayed traffic time in the straight direction corresponding to the intersection of the target intersection is greater than a first preset time threshold and a second delayed traffic vehicle duty ratio in which the delayed traffic time in the left turn direction corresponding to the intersection is greater than a second preset time threshold includes:

In another embodiment, before determining whether the lane channelization scheme corresponding to the one intersection of the target intersection is reasonable, the processing performed by the processor 601 further includes:

in the processing executed by the processor 601, determining whether the lane channeling scheme corresponding to the one intersection of the target intersection is reasonable includes:

In still another embodiment, in the processing performed by the processor 601, the determining whether the lane-based solution corresponding to the intersection is reasonable based on the determined first lane proportion information, the second lane proportion information, the third lane proportion information, the fourth lane proportion information, the first delayed-traffic vehicle ratio, the second delayed-traffic vehicle ratio, the third delayed-traffic vehicle ratio, and the fourth delayed-traffic vehicle ratio includes:

In yet another embodiment, after determining that the lane channelization scheme corresponding to the one intersection of the target intersection is not reasonable, the processing performed by the processor 601 further includes:

Example five

The fifth embodiment of the present application further provides a computer readable storage medium, where a computer program is stored, and the computer program is executed by a processor to perform the steps of the lane-canalization rationality detection method according to any of the foregoing embodiments.

Specifically, the storage medium can be a general storage medium, such as a mobile disk, a hard disk and the like, and when a computer program on the storage medium is run, the lane-based canalization rationality detection method can be executed, so that the problems that the current lane-based canalization detection is carried out in a manual investigation mode, time and labor are wasted and the like are solved, and the effects that whether a lane-based canalization scheme is reasonable or not can be determined based on the historical track information of a vehicle, and the degree of automation and intelligence is high are achieved.

The computer program product of the lane canalization rationality detection method provided in the embodiments of the present application includes a computer readable storage medium storing program codes, and the instructions included in the program codes may be used to execute the method in the foregoing method embodiment, and specific implementation may refer to the method embodiment and will not be described herein.

It will be clearly understood by those skilled in the art that, for convenience and brevity of description, specific working procedures of the above-described system and apparatus may refer to corresponding procedures in the method embodiments, which are not described in detail in this application. In the several embodiments provided in this application, it should be understood that the disclosed systems, devices, and methods may be implemented in other manners. The above-described apparatus embodiments are merely illustrative, and the division of the modules is merely a logical function division, and there may be additional divisions when actually implemented, and for example, multiple modules or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some communication interface, indirect coupling or communication connection of devices or modules, electrical, mechanical, or other form.

The modules described as separate components may or may not be physically separate, and components shown as modules may or may not be physical units, may be located in one place, or may be distributed over multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in each embodiment of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit.

The functions, if implemented in the form of software functional units and sold or used as a stand-alone product, may be stored in a non-volatile computer readable storage medium executable by a processor. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods described in the embodiments of the present application. And the aforementioned storage medium includes: a usb disk, a removable hard disk, a ROM, a RAM, a magnetic disk, or an optical disk, etc.

The foregoing is merely a specific embodiment of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think about changes or substitutions within the technical scope of the present application, and the changes or substitutions are covered in the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A lane-canalization rationality detection method, the method comprising:

determining the traffic delay vehicle duty ratio of the traffic delay time of different traffic directions of the target intersection to be larger than a preset time threshold based on the historical track information, wherein the traffic delay time is the time required by the target vehicle to pass through the corresponding intersection of the target intersection in the corresponding traffic direction, and any traffic direction of the target intersection at least comprises a straight direction and/or a left turning direction;

and determining whether a lane canalization scheme corresponding to the target intersection is reasonable or not according to the duty ratio and the duty ratio threshold value of the delayed traffic vehicles in different traffic directions of the target intersection.

2. The method according to claim 1, wherein the preset time threshold is determined according to the steps of:

3. The method of claim 1, wherein the target intersection comprises at least two intersections, each intersection corresponding to at least one lane.

4. A method according to claim 3, wherein the two intersections are arranged relatively, and the determining, based on the historical track information, a delayed traffic vehicle duty cycle in which the delayed traffic times of the different traffic directions of the target intersection are greater than a preset time threshold comprises:

The determining whether the lane canalization scheme corresponding to the target intersection is reasonable according to the duty ratio and the duty ratio threshold value of the delayed traffic vehicles in different traffic directions of the target intersection comprises:

and determining whether a lane canalization scheme corresponding to the intersection is reasonable according to a first delayed traffic vehicle duty ratio and a corresponding duty ratio threshold value, wherein the delayed traffic time of the straight direction corresponding to the intersection of the target intersection is greater than a first preset time threshold value, and a second delayed traffic vehicle duty ratio and a corresponding duty ratio threshold value, wherein the delayed traffic time of the left turn direction corresponding to the intersection is greater than a second preset time threshold value.

5. The method of claim 4, wherein determining a first delayed traffic vehicle duty cycle for which a delayed traffic time in a straight direction corresponding to the intersection is greater than a first preset time threshold based on historical track information for each target vehicle traveling through the one intersection of the target intersections comprises:

6. The method of claim 4, wherein determining whether the lane channeling scheme corresponding to the intersection is reasonable based on the first delayed traffic vehicle duty cycle and the corresponding duty cycle threshold for the one intersection corresponding to the target intersection in the straight direction being greater than a first preset time threshold, and the second delayed traffic vehicle duty cycle and the corresponding duty cycle threshold for the intersection corresponding to the left turn direction being greater than a second preset time threshold, comprises:

and determining whether a lane canalization scheme corresponding to one intersection of the two intersections which are oppositely arranged at the target intersection is reasonable according to a first delayed traffic vehicle duty ratio and a corresponding duty ratio threshold value, wherein the delayed traffic time of the straight direction corresponding to the intersection is larger than a first preset time threshold value, a second delayed traffic vehicle duty ratio and a corresponding duty ratio threshold value, the delayed traffic time of the left direction corresponding to the intersection is larger than a second preset time threshold value, a third delayed traffic vehicle duty ratio and a fourth delayed traffic vehicle duty ratio, wherein the delayed traffic time of the straight direction corresponding to the other intersection is larger than a third preset time threshold value, and the delayed traffic time of the left direction corresponding to the other intersection is larger than a fourth preset time threshold value.

7. The method of claim 6, further comprising, prior to determining whether a lane-based scheme corresponding to the one intersection of the target intersection is reasonable:

for the one intersection, determining whether a lane-based scheme corresponding to the one intersection is reasonable based on the determined first lane proportion information, second lane proportion information, third lane proportion information, fourth lane proportion information, first delayed traffic vehicle occupancy and corresponding occupancy threshold, second delayed traffic vehicle occupancy and corresponding occupancy threshold, third delayed traffic vehicle occupancy and fourth delayed traffic vehicle occupancy.

8. The method of claim 7, wherein determining whether the lane-canalization scheme corresponding to the one intersection is reasonable based on the determined first lane proportion information, second lane proportion information, third lane proportion information, fourth lane proportion information, first delayed-transit vehicle occupancy and corresponding occupancy threshold, second delayed-transit vehicle occupancy and corresponding occupancy threshold, third delayed-transit vehicle occupancy, and fourth delayed-transit vehicle occupancy comprises:

9. The method of claim 8, further comprising, after determining that the lane-canalization scheme corresponding to the one intersection of the target intersection is unreasonable:

10. A lane-canalization rationality detection device, the device comprising:

the determining module is used for determining the traffic delay vehicle duty ratio that the traffic delay time of different traffic directions of the target intersection is larger than a preset time threshold value based on the historical track information, wherein the traffic delay time is the time required by the target vehicle to pass through the corresponding intersection of the target intersection in the corresponding traffic direction, and any traffic direction of the target intersection at least comprises a straight direction and/or a left turning direction;

and the detection module is used for determining whether the lane canalization scheme corresponding to the target intersection is reasonable or not according to the duty ratio and the duty ratio threshold value of the delayed traffic vehicles in different traffic directions of the target intersection.

11. The apparatus according to claim 10, wherein the determining module is specifically configured to:

12. The apparatus of claim 10, wherein the target intersection comprises at least two intersections, each intersection corresponding to at least one lane.

13. The device according to claim 12, wherein the two intersections are arranged opposite to each other, and the determining module is specifically configured to:

the detection module is specifically configured to:

14. The apparatus according to claim 13, wherein the determining module is specifically configured to:

15. The apparatus according to claim 13, wherein the detection module is specifically configured to:

and determining whether a lane canalization scheme corresponding to one intersection of the two intersections which are oppositely arranged at the target intersection is reasonable according to a first delayed traffic vehicle duty ratio and a corresponding duty ratio threshold value of the delayed traffic time in the straight direction corresponding to the intersection, which are larger than a first preset time threshold value, a second delayed traffic vehicle duty ratio and a corresponding duty ratio threshold value of the delayed traffic time in the left direction corresponding to the intersection, which are larger than a second preset time threshold value, and a third delayed traffic vehicle duty ratio of the delayed traffic time in the straight direction corresponding to the other intersection, which is oppositely arranged at the target intersection, which is larger than a third preset time threshold value, and a fourth delayed traffic vehicle duty ratio of the delayed traffic time in the left direction corresponding to the other intersection, which is larger than a fourth preset time threshold value.

16. The apparatus according to claim 15, wherein the detection module is specifically configured to:

17. The apparatus according to claim 16, wherein the detection module is specifically configured to:

18. The apparatus according to claim 17, wherein the detection module is specifically configured to:

19. An electronic device, comprising: a processor, a storage medium and a bus, the storage medium storing machine-readable instructions executable by the processor, the processor and the storage medium communicating over the bus when the electronic device is running, the processor executing the machine-readable instructions to perform the steps of the lane-canalisation rationality detection method according to any one of claims 1 to 9 when executed.

20. A computer-readable storage medium, characterized in that the computer-readable storage medium has stored thereon a computer program which, when executed by a processor, performs the steps of the lane-diagrammatizing detection method according to any one of claims 1 to 9.