CN114333305B

CN114333305B - Method and device for inducing vehicles to pass during highway congestion, storage medium and terminal

Info

Publication number: CN114333305B
Application number: CN202111576264.8A
Authority: CN
Inventors: 郭胜敏; 苏欣; 夏曙东; 李智; 李运才; 杨珍珍
Original assignee: Beijing Palmgo Information Technology Co ltd
Current assignee: Beijing Palmgo Information Technology Co ltd
Priority date: 2021-12-21
Filing date: 2021-12-21
Publication date: 2023-05-02
Anticipated expiration: 2041-12-21
Also published as: CN114333305A

Abstract

The invention discloses a method, a device, a storage medium and a terminal for vehicle guidance traffic when highway is congested, wherein the method comprises the following steps: determining a target congestion event to be processed on the expressway; acquiring a target value of flow control in unit time corresponding to the target congestion road section; searching an upstream charging facility set and a downstream charging facility set of a target congestion road section, and constructing a solution space of flow control measures of the upstream charging facility set and the downstream charging facility set; in a solution space of the flow control measure, solving an optimal solution of the flow control measure according to a target value of flow control in unit time; and inducing traffic to the vehicles according to the flow control measures corresponding to the optimal solution. The method and the system greatly improve scientificity and activity of expressway operation management under the congestion management scene, promote public travel experience, and bring great economic and social benefits.

Description

Method and device for inducing vehicles to pass during highway congestion, storage medium and terminal

Technical Field

The invention relates to the field of computer technology and intelligent traffic, in particular to a method, a device, a storage medium and a terminal for vehicle guidance and traffic when expressway is congested.

Background

The highway transportation plays an important role in the economic and social development of China, maintains the stable and efficient operation of a highway transportation network, and has important significance in adjusting an industrial structure, promoting employment and economic development and accelerating urban and rural integrated construction process. In recent years, with the rapid increase of the maintenance quantity of motor vehicles and the gradual increase of the demand of highway transportation, highway traffic events frequently occur and the social influence is larger, and the smooth operation pressure of highway network maintenance is continuously increased.

In the running process of the expressway, when some traffic events (such as traffic accidents and road occupation construction) occur, the traffic capacity of the road around the event is rapidly deteriorated, so that the congestion of an upstream road section is increased, the traveling experience is seriously affected, and the running efficiency and the running income of the expressway are reduced. Therefore, when congestion occurs, it is necessary to induce the upstream vehicles in time, so as to prevent the vehicles from excessively converging and collapsing the traffic system. At present, a common route induction scheme is to avoid a congestion route through navigation, but the characteristics of a highway network determine that the time cost and the economic cost for bypassing the existing route are huge, and under the condition that the cost cannot be reasonably compensated, the acceptance degree of bypassing the route is lower, so that even if the front is congested, vehicles on the upstream are continuously converged, thereby causing traffic system breakdown and being difficult to recover, and reducing the road utilization rate and the revenue capacity of the highway. On the contrary, if the cost of the route induction can be reasonably measured and compensated, the efficiency of the route induction can be obviously improved, and the method is greatly beneficial to relieving the congestion and improving the operation efficiency of the expressway.

Disclosure of Invention

The embodiment of the application provides a method, a device, a storage medium and a terminal for vehicle guidance traffic when expressway is congested. The following presents a simplified summary in order to provide a basic understanding of some aspects of the disclosed embodiments. This summary is not an extensive overview and is intended to neither identify key/critical elements nor delineate the scope of such embodiments. Its sole purpose is to present some concepts in a simplified form as a prelude to the more detailed description that is presented later.

In a first aspect, an embodiment of the present application provides a method for inducing traffic when a highway is congested, where the method includes:

determining a target congestion event to be processed on a highway, wherein the target congestion event information comprises a starting point and a terminal point of a congestion road section;

acquiring a target value of flow control in unit time corresponding to the target congestion road section;

searching an upstream charging facility set and a downstream charging facility set of the target congestion road section, and constructing a solution space of flow control measures of the upstream charging facility set and the downstream charging facility set;

in the solution space of the flow control measure, determining the optimal solution of the flow control measure according to the target value of the flow control in the unit time;

And inducing traffic to the vehicles according to the flow control measures corresponding to the optimal solution.

Optionally, the determining the target congestion event to be processed on the expressway includes:

acquiring a first congestion event set on a highway;

judging whether the vehicle queuing length corresponding to each congestion event in the first congestion event set at the current observation time is greater than or equal to a preset length or not;

if yes, generating a triplet of the congestion event, and adding the triplet of the congestion event into a preset set to obtain a second screened congestion event set; the triplet comprises a congestion event identifier, a starting observation time and an ending observation time;

and acquiring any triplet from the second congestion event set to determine the target congestion event to be processed on the expressway.

Optionally, the calculating the target value of flow control in unit time corresponding to the target congestion event includes:

acquiring the flow which is output to the downstream by the congestion road section without taking control measures according to the end point of the congestion road section;

acquiring the flow of the upstream input congestion road section in unit time when no control measures are taken according to the starting point of the congestion road section;

Obtaining the difference between the upstream flow of the congestion road section and the downstream flow of the congestion road section after the difference between the upstream flow of the congestion road section and the downstream flow of the congestion road section is obtained;

and determining a target value of flow control in unit time corresponding to the congestion road section according to the upstream and downstream flow difference of the congestion road section.

Optionally, acquiring, according to the end point of the congested road segment, the flow output to the downstream by the congested road segment without taking control measures, including:

taking the congestion end point as an origin, and performing bidirectional breadth-first traversal on a road network to search upstream and downstream charging facilities adjacent to the origin to obtain an upstream charging facility set and a downstream charging facility set, determining the upstream charging facility set as a first charging facility set, and determining the downstream charging facility set as a second charging facility set;

constructing a first vehicle running path according to any one of the first toll facility in the first toll facility set and any one of the second toll facility in the second toll facility set to obtain at least one first vehicle running path; acquiring a first period to be determined according to the congestion event triplet information;

When the first period to be determined is a correction period, calculating a first vehicle number of each of the first vehicle travel paths according to the first period to be determined;

calculating a target sample expansion coefficient according to the period to be judged;

according to the target sample expansion coefficient, carrying out sample expansion on the first vehicle number of the first vehicle running path to obtain a second vehicle number after sample expansion;

and determining the second vehicle number after sample expansion as the flow from the congestion road section to the downstream.

Optionally, the obtaining, according to the starting point of the congestion road section, the flow of the congestion road section input upstream in a unit time when no control measures are taken, includes:

taking the congestion starting point as an origin, and performing reverse breadth-first traversal on the road network to search charging facilities upstream adjacent to the congestion starting point so as to obtain a third charging facility set;

performing a reverse depth-first traversal of any one of the third collection of toll facilities;

when the search path length of the reverse depth-first traversal is greater than a preset search path length threshold, the traversal is ended, and a fourth charging facility set is obtained;

constructing a second vehicle running path by combining any one fourth toll facility in the fourth toll facility set with the third toll facility combination path to obtain at least one second vehicle running path;

Acquiring a second time period to be determined according to the congestion event triplet information, and calculating the third vehicle number on each second vehicle running path according to the second time period to be determined, a third charging facility and a fourth charging facility on the second vehicle running path;

adding the third vehicle number on each second vehicle driving path to obtain a fourth vehicle number;

and determining the fourth vehicle number as an upstream flow.

Optionally, the searching the upstream and downstream collection of charging facilities of the target congestion road section, and constructing a solution space of the flow control measure to which the upstream and downstream collection of charging facilities belong includes:

s301, acquiring the upstream collection delta of charging facilities _M Any upstream toll facility G _m And downstream collection of toll facilities delta _N Any downstream toll facility G _n Constructing a directed path G _m →G _n ；

S302 building directed path G _m →G _n Flow control measure solution space for flow control, denoted as X _m,n ；

S303 collecting delta of the upstream charging facilities _M And the downstream collection of toll facilities delta _N In (2), executing step S302 to obtain a solution space x=of the flow control measure to which the upstream and downstream charging facilities belong <…,X _m,n ,…>Wherein G is _m ∈δ _M ,G _n ∈δ _N 。

Alternatively to this, the method may comprise,

the determining the optimal solution of the flow control measure according to the target value of the flow control in the unit time in the solution space X of the flow control measure comprises the following steps:

obtaining the objective function f (x) -epsilon (A, B, t) of the solution space optimization ₀ ,t ₁ ) I, f (x) is the comprehensive flow control effect corresponding to the control measure corresponding to the solution x in the solution space,

wherein ,

f(x _m,n ) Means for any upstream toll facility G _m With any downstream toll facility G _n Directional path G of constitution _m →G _n In (a) flow execution control measure x _m,n The flow control effect after that;

calculating an optimal solution x of the flow control measure according to the objective function of the solution space optimization ₀ ：

Optionally, the control measures corresponding to the solutions in the solution space comprise a shunt measure, a current limiting measure, a speed limiting measure and respective execution proportion;

wherein f is _α (x _m,n ) The flow control effect is the shunt control measure; f (f) _β (x _m,n ) The flow control effect of the limiting flow control measure; f (f) _γ (x _m,n ) The flow control effect is the speed limiting control measure; />

The function gives a complexity penalty for the flow control measure.

In a second aspect, an embodiment of the present application provides a vehicle guidance traffic device when a highway is congested, where the device includes:

The system comprises a target congestion event determining module, a congestion control module and a congestion control module, wherein the target congestion event determining module is used for determining a target congestion event to be processed on a highway, and the target congestion event information comprises a starting point and a terminal point of a congestion road section;

the flow control target value acquisition module is used for acquiring a target value of flow control in unit time corresponding to the target congestion road section;

the solution space construction module is used for searching the upstream and downstream charging facility sets of the target congestion road section and constructing a solution space of flow control measures of the upstream and downstream charging facility sets;

the optimal solution determining module is used for determining an optimal solution of the flow control measure according to the target value of the flow control in the unit time in a solution space of the flow control measure;

and the traffic guidance module is used for guiding vehicles to pass according to the flow control measures corresponding to the optimal solution.

In a fourth aspect, embodiments of the present application provide a terminal, which may include: a processor and a memory; wherein the memory stores a computer program adapted to be loaded by the processor and to perform the method steps described above.

The technical scheme provided by the embodiment of the application can comprise the following beneficial effects:

in the embodiment of the application, the vehicle guidance passing device firstly determines a target congestion event to be processed on a highway when the highway is congested, then acquires a target value of flow control in unit time corresponding to the target congestion section, searches charging facility sets at the upstream and downstream of the target congestion section, constructs a solution space of flow control measures of the charging facility sets at the upstream and downstream, solves an optimal solution of the flow control measures according to the target value of the flow control in the solution space of the flow control measures, and finally guides the vehicles to pass according to the flow control measures corresponding to the optimal solution. According to the method and the device, the flow control solution space of the flow control of the charging facility set on the upstream and downstream of the congestion road section is constructed, the control result corresponding to the flow measure is quantized to obtain the optimal solution and the flow control measure corresponding to the optimal solution, and then the guidance passing of the vehicle is carried out according to the flow control measure corresponding to the optimal solution in the solution space, so that the scientificity and the mobility of the expressway operation management under the congestion management scene are greatly improved, the public travel experience is improved, and huge economic and social benefits are brought.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention as claimed.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description, serve to explain the principles of the invention.

Fig. 1 is a schematic flow chart of a vehicle guidance passing method for highway congestion according to an embodiment of the present application;

fig. 2 is a schematic diagram of a scenario of highway congestion management in a networked charging context according to an embodiment of the present application;

fig. 3 is a schematic diagram of a traffic event upstream and downstream traffic capacity assessment scenario provided in an embodiment of the present application;

fig. 4 is a schematic diagram of a trend of traffic capacity downstream of a traffic event according to an embodiment of the present application;

fig. 5 is a schematic structural diagram of a vehicle guidance passing device for highway congestion according to an embodiment of the present application;

fig. 6 is a schematic structural diagram of a terminal according to an embodiment of the present application.

Detailed Description

The following description and the drawings sufficiently illustrate specific embodiments of the invention to enable those skilled in the art to practice them.

It should be understood that the described embodiments are merely some, but not all, embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

When the following description refers to the accompanying drawings, the same numbers in different drawings refer to the same or similar elements, unless otherwise indicated. The implementations described in the following exemplary examples do not represent all implementations consistent with the invention. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the invention as detailed in the accompanying claims.

In the description of the present invention, it should be understood that the terms "first," "second," and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art. Furthermore, in the description of the present invention, unless otherwise indicated, "a plurality" means two or more. "and/or", describes an association relationship of an association object, and indicates that there may be three relationships, for example, a and/or B, and may indicate: a exists alone, A and B exist together, and B exists alone. The character "/" generally indicates that the context-dependent object is an "or" relationship.

The application provides a method, a device, a storage medium and a terminal for vehicle guidance traffic when a highway is congested, so as to solve the problems in the related technical problems. In the technical scheme provided by the application, as the flow control solution space of the charging facility set on the upstream and downstream of the congestion road section is constructed, the control result corresponding to the flow measure is quantized to obtain the optimal solution to induce the vehicles to pass, the scientificity and the activity of the expressway operation management under the congestion management scene are greatly improved, the public travel experience is improved, great economic and social benefits are brought, and the following detailed description is made by adopting the exemplary embodiment.

The following will describe in detail the method for inducing traffic when the expressway is congested according to the embodiment of the present application with reference to fig. 1 to fig. 4. The method can be realized by a computer program and can be operated on a vehicle guidance passing device based on a von neumann system when the expressway is congested. The computer program may be integrated in the application or may run as a stand-alone tool class application.

Referring to fig. 1, a flow chart of a vehicle guidance passing method during highway congestion is provided in an embodiment of the present application. As shown in fig. 1, the method of the embodiment of the present application may include the following steps:

S101, determining a target congestion event to be processed on a highway, wherein the target congestion event information comprises a starting point and a terminal point of a congestion road section;

in the embodiment of the application, when determining a target congestion event to be processed on a highway, a first congestion event set on the highway is firstly obtained, and then whether the vehicle queuing length corresponding to each congestion event in the first congestion event set at the current observation time is greater than or equal to a preset length is judged; if yes, generating triples of the congestion event, adding the triples of the congestion event into a preset set to obtain a screened second congestion event set, and finally obtaining any one triplet in the second congestion event set to be determined as a target congestion event to be processed on the expressway, wherein the triples comprise a congestion event identifier, a starting observation time and an ending observation time, the ending observation time refers to the time when the congestion time is determined to be the congestion event which cannot be resolved by the user, and the corresponding observation time when the congestion time is added into the second congestion event set, and further the congestion event identifier also comprises congestion road section information.

For example, as shown in FIG. 2, G is a highway network part in ETC networking charging scenario ₁ ～G ₉ For charging portal arranged on road network S ₀ Is a toll station in the road network. When a vehicle runs through a portal or a toll gate on a highway, a traffic record triplet of the vehicle is recorded in the cloud

wherein C_i ∈Ω _C Uniquely identifying a vehicle, Ω _C Is a collection of vehicle identifications on a road network; g _j ∈Ω _G/S Uniquely identifying a toll facility (toll gate or toll gate), Ω _G/S Is the collection of all toll facility identifications on the road network; />

Is C _i Through G _j Is a time of day (c).

Traffic record collection based on vehicles can be eitherReduction vehicle C _i Is one trip track of (a)

(J is the total number of toll facilities passed by the trip); can also be obtained for a certain period of time t ₀ ,t ₁ ]Pass through charging facility G _j All vehicles of (3)

(I is the total number of vehicles passing through the toll facility in a set period of time), there are

And I is more than or equal to 1 and less than or equal to I. Therefore, based on the highway networking charging record, the full life cycle driving process and the full flow of vehicles in the network can be monitored, and a data base is provided for realizing personalized traffic guidance and guidance compensation.

In one possible implementation, for a given one of the congestion events e _k E E (where E is the first set of congestion events found on the road network), its lifecycle is observed from the congestion length dimension to be

wherein />

Setting the duration of each observation period as tau for the mth observation time; />

For observation time +.>

Time event e _k Is a congestion length of (a);m is event e _k The total number of sustained periods, mxτ, is the congestion event e _k A total duration of time.

In view of the fact that most of the congestion events can self-dissipate without intervention, the congestion event e is not provided _k Is of length of (1)

Reaching a set threshold L, i.e. +.>

Then triple is +.>

Joining sets E', E _k Identify for congestion event, +.>

For the start time of a congestion event, +.>

The observation time corresponding to the time when the congestion length of the congestion event reaches the threshold value L can also be regarded as the current observation time when the congestion event is added into the set E'.

S102, acquiring a target value of flow control in unit time corresponding to a target congestion event;

in the embodiment of the application, when calculating the target value of flow control in unit time, firstly, acquiring the flow which is output to the downstream by the congestion road section without taking control measures according to the end point of the congestion road section, then acquiring the flow which is input to the congestion road section in the unit time without taking control measures according to the starting point of the congestion road section, then obtaining the difference between the flow which is input to the congestion road section and the flow which is output to the downstream by the congestion road section, and finally, determining the target value of flow control in the unit time corresponding to the target congestion road section according to the difference between the upstream and downstream flow of the congestion road section.

Specifically, when generating downstream traffic according to a congestion destination, firstly taking the congestion destination as an origin, performing bidirectional breadth-first traversal on a road network to search upstream and downstream toll facilities adjacent to the origin, obtaining an upstream toll facility set and a downstream toll facility set, determining the upstream toll facility set as a first toll facility set, determining the downstream toll facility set as a second toll facility set, constructing a first vehicle running path according to any one of first toll facilities and any one of second toll facilities in the first toll facility set, obtaining at least one first vehicle running path, obtaining a first period to be determined according to the congestion event triplet information, secondly, calculating a first vehicle number of each first vehicle running path according to the first period to be determined when the first period to be determined is a correction period, calculating a target sample expansion coefficient according to the first period to be determined, expanding a first vehicle running path according to the target sample expansion coefficient, constructing a first vehicle running path according to any one of the first toll facility set and any one of the second toll facility in the second toll facility set, obtaining a first sample of the first vehicle running path after the first vehicle is expanded to the second sample expansion coefficient, and finally obtaining the first traffic sample of the first vehicle running path after the first vehicle is expanded to the first road section to the first traffic sample.

In one possible implementation, any one triplet in set E' is taken

Evaluating congestion event e _k Traffic capacity of the road section where the road is located. As shown in fig. 3, traffic event e _k Congestion caused on the expressway network like +.>

The range is shown where B is the start of congestion, a is the end of congestion, and generally a is the source of the traffic event.

The congestion end point is taken as an origin, bidirectional breadth-first traversal is carried out on the road network, and when charging facilities are searched, an algorithm is retracted, so that a charging facility set with the congestion end point as the origin and 1 hop upstream and 1 hop downstream is obtained, and the charging facilities are respectively marked as delta _→A and δ_A→ Then for delta _→A Any one of charging facilities G _a and δ_A→ Any one of charging facilities G _b Can form a G for the running of the vehicle _a →A→G _b Is provided.

For a given one evaluation period t= [ T ] ₀ ,t ₁ ]Then there is a congestion event e _k The traffic capacity of the road section is as follows:

for example, as shown in FIG. 3, A is 1 hop upstream of the origin and the collection of toll facilities is { G ₄ Downstream 1 hop collection of toll facilities { G } ₅ ,G ₆ And form G ₄ →G ₅ and G₄ →G ₆ Two paths, κ (e) _k ,t ₀ ,t ₁ ) Completion G within statistical evaluation period T ₄ →G ₅ and G₄ →G ₆ Number of vehicles on two paths.

In order to improve the accuracy of the downstream flow rate estimation, a sample expansion strategy is used. Let the evaluation period T be 1 hour in general, examine the congestion event e _k Is a triplet of (3)

For a given one of the downstream toll facilities G _b ∈δ _A→ Let the vehicle travel from the event source point A to G _b Is +.>

Then G _a →G _b The change in traffic per unit time is shown in fig. 4. Is provided with->

The moment event happens at the point A, G _a The traffic flow of section A is blocked, but A.fwdarw.G _b The traffic flow of the segment may be +.>

Continue to be G in time _b Perception, thus only to +.>

Starting at the moment G _a →G _b The traffic capacity of the road section after the traffic event is objectively reflected.

Based on the analysis, the invention corrects the estimated period T congestion event e _k The traffic capacity of the road section is as follows:

due to

Only calculate +.>

To->

The traffic at the moment is needed

And (5) sample expansion is carried out on the coefficients to obtain traffic with the duration of T.

Select contrast period T '= [ T ]' ₀ ,t′ ₁ ]Represents a time period of the past, e _k The maximum flow rate of the road section without traffic event is marked as kappa (A, t' ₀ ,t′ ₁ ) Has t' ₀ ＝argmax _t The solution for κ (a, t, t+t1-t0, t ' 1=t '0+t1-t0.t '0 can be obtained by traversing the kA, t '0, t '1 values over time.

Definition of the definition

After traffic events occur, the traffic capacity is reduced to r (A) as before.

Specifically, when generating upstream traffic according to a congestion starting point, firstly taking the congestion starting point as an origin, performing reverse breadth-first traversal on a road network to search charging facilities adjacent to the congestion starting point on the upstream to obtain a third charging facility set, then performing reverse depth-first traversal on any one third charging facility in the third charging facility set, finishing the traversal when the search path length of the reverse depth-first traversal is greater than a preset search path length threshold value to obtain a fourth charging facility set, constructing a second vehicle running path by combining any one fourth charging facility in the fourth charging facility set with the third charging facility to obtain at least one second vehicle running path, acquiring a second period to be determined according to the congestion event triplet information, calculating the third vehicle number on each second vehicle running path according to the second period to be determined, the third charging facility and the fourth charging facility on the second vehicle running path, and finally adding the third vehicle running path number to the fourth vehicle running path to obtain the fourth traffic number.

In one possible implementation, the reverse breadth-first traversal is performed on the road network with the congestion start point B as the origin, and the algorithm rolls back when the charging facility is searched, so as to obtain a collection of charging facilities with the congestion start point as the origin and 1 hop upstream, that is, a collection of charging settings upstream adjacent to the congestion start point, denoted as delta _→B ；

For delta _→B Any one of charging facilities G _c Performing reverse depth-first traversal, setting the search path length threshold as L, and returning the algorithm when the search path length of the depth-first traversal exceeds the threshold L to obtain G _c Upstream distance G _c All toll facilities with path length within the L radius range are noted as

For->

Any one of charging facilities G _d Can be shaped intoForming a path G for the vehicle to travel _d →G _c 。

For a given one evaluation period T "= [ T" ₀ ,″ ₁ ]Then there is G _d To G _c The traffic volume of (2) is:

wherein k is G _d To G _c Number of hops between, G in FIG. 2 ₁ To G ₂ The number of hops between is 1, G ₁ To G ₄ The number of hops between is 2. It should be noted that when G _c If there are other split points between the congestion start point B, the statistics of k (G _c ,G _d ,″ ₀ ,″ ₁ ) Is required to be G _c The flow subtraction to this split point, e.g. in fig. 2, is performed in statistics G ₁ →G ₂ In the case of flow rate of B, G needs to be subtracted ₁ →G ₂ →G ₇ Is used for the flow value of (a).

Then, during the evaluation period, the flow rate input to the congestion section upstream is

Further, each upstream toll facility G _d The traffic contribution to the congested road segment is:

flow contribution rate

Based on the convergence effect of the flow, it can be known that G _d The closer the hop count to B, the higher its flow contribution rate.

Due to kappa (G) _c ,G _d ,t″ ₀ ,t″ ₁ ) Is the estimated nature of the flow prediction, in the present inventionIn the clear, [ t ] ₀ ,t″ ₁ ]Taking the date (such as the previous day, the same week as the previous week, etc.) close to the current day

The period is taken as a comparative evaluation period.

In combination with an evaluation value kappa' (A, t) of the traffic capacity of a congested road segment ₀ ,t ₁ ) The upstream and downstream flow difference of the congested road is known as follows:

ε(A,B,t ₀ ,t ₁ )＝κ(B,t″ ₀ ,t″ ₁ )-κ′(A,t ₀ ,t ₁ )

ε(A,B,t ₀ ,t ₁ ) The physical meaning of (a) is the number of vehicles detained in a congested road section in a unit evaluation period T, which is recorded as an initial detained flow target value, if the upstream flow is not controlled, the number of vehicles detained on the road section is increased along with the time, so that the untwining of traffic is more and more difficult until a traffic system is locally crashed.

To prevent paralysis of the traffic network, it is necessary to control the incoming traffic upstream of the congested road segment so that the upstream vehicle queuing length is maintained within a controllable range. In a preferred embodiment of the present invention, since the flow control strategy is set such that the upstream flow input is maintained to be equivalent to the downstream output, the target value of flow control per unit time T is set to epsilon (a, B, T ₀ ,t ₁ ) Specifically, the target value of flow control in the unit time T is a reduced value of the vehicle that enters the congested road section upstream due to taking a specific control measure; in another embodiment, the target value of flow control per unit time T may be ε (A, B, T) ₀ ,t ₁ ) As will be appreciated, the smaller the target value of flow control per unit time T, the more vehicles the congested road segment will stay in, the longer the queuing length will be, and the correlation of the setting of the target value of different flow control with the queuing length is not within the scope of the present invention.

Further, each upstream toll facility G _d For congestion roadThe flow contributions of the segments are:

flow contribution rate

The target value for controlling the flow is obtained through the upstream input flow evaluation of the congestion road section; further, through flow tracing, the flow contribution value of each charging facility at the upstream to the congested road section is obtained, and a basis is provided for further making current limiting measures.

In fig. 3, gantry G ₃ Traffic that would also merge into the congested road segment

However, considering the reduced capability of the traffic flow to merge into the congested road section, the flow merging effect of the middle upstream of the congested road section is ignored in the invention, but corresponding current limiting measures are also required to be executed.

S103, searching charging facility sets at the upstream and downstream of the target congestion road section, and constructing a solution space of flow control measures to which the charging facility sets at the upstream and downstream belong;

in particular, the flow is controlled on the expressway network, and common schemes include current limiting, speed limiting, diversion and the like. The invention considers that in order to carry out fine control on the flow, the flow is subjected to homogenization decomposition, namely the flow with the same traffic requirement is combined into the homogenized flow, and targeted, personalized and fine control is carried out on the homogenized flow. For example, in FIG. 2, when G ₃ →G ₄ G can be carried out on the premise of congestion of the segment ₁ →G ₂ →G ₃ →G ₄ →G ₅ Flow split to G ₁ →G ₆ →G ₇ →G ₅ For S ₀ The inlet flow is limited to G ₂ 、G ₈ Only speed limiting measures can be taken for the flow rate of (a).

For two toll facilities upstream and downstream of a congestion area, G may be defined as _m and G_n The invention uses k (G) _m ,G _n ,t″ ₀ ,t″ ₁ ) As an expression of the demand for homogenous flow. Still taking fig. 2 as an example, k (G ₁ ,G ₅ ,t″ ₀ ,t″ ₁ ) Represents that during the evaluation period, a kappa (G ₁ ,G ₅ ,t″ ₀ ,t″ ₁ ) Vehicle edge G of (2) ₁ →G ₂ →G ₃ →G ₄ →G ₅ Path travel to G ₅ Because G ₃ →G ₄ The segment is jammed, when the flow control measure is considered, the flow is limited, split or limited, or the flow is limited, split or limited according to a certain proportion.

The generation of a split-flow-limiting scheme is a typical optimization problem, expressing G for a given one of the homogeneous flows _m →G _n Definition of solution space

wherein />

and />

Respectively for the flow rate G _m →G _n The schemes of diversion, restriction and speed limitation and parameter spaces thereof, such as detour route of diversion, proportion of restriction, speed of speed limitation, etc. are performed. />

and />

The flow distribution duty ratios of different measures are adopted respectively. The invention considers that different flow control schemes can be executed according to a certain proportion for the same traffic requirement.If no measure is adopted, the flow distribution duty ratio corresponding to the measure is set to 0, in particular, if G is not needed _m →G _n Is controlled by the flow rate of (2), the +.>

In one possible implementation, for a given one of the traffic events e _k Congestion range initiated by the congestion control method

The invention sets the target value of flow control in unit time T as epsilon (A, B, T) ₀ ,t ₁ ) To achieve this flow control objective, a certain flow restriction scheme must be implemented for uniform flow rates, and δ is set _M and δ_N E is respectively _k Upstream and downstream collection of toll facilities, for any given one of upstream and downstream toll facilities G _m ∈δ _M 、G _n ∈δ _N ，X _m,n Gives a solution space for controlling the flow rate of the solution, and further, delta _M and δ_N The solution space for controlling all the homogeneous flow is as follows:

X＝<…,X _m,n ,…>,G _m ∈δ _M ,G _n ∈δ _N 。

specifically, to delta _M and δ_N The construction method of the solution space X for controlling all the homogeneous flow is as follows:

S302 building directed path G _m →G _n Flow control measure solution space for flow control, denoted as X _m,n, wherein ,

wherein ,/>

and />

Refers to the pair G _m →G _n Scheme for executing diversion, current limiting and speed limiting and parameter space thereof, < ->

and />

The flow distribution duty ratios of different measures are adopted respectively;

s303 upstream collection of toll facilities delta _M Each upstream charging facility and downstream charging facility set delta in (a) _N Step S302 is executed to obtain a solution space x=of the flow control measure to which the upstream and downstream toll facility sets belong<…,X _m,n ,…>。

S104, in a solution space of the flow control measure, determining an optimal solution of the flow control measure according to a target value of flow control in unit time;

in a specific embodiment, the optimal solution is determined as follows:

setting any one solution X epsilon X in the solution space X, wherein the solution X corresponds to one control measure and has x= <…, _m,n ,…>,. Wherein x is _m,n Refer to the directed path G in the step S301 _m →G _n Control measure x of (2) _m,n Includes a pair path G _m →G _n The flow in the system is subjected to a diversion measure, a current limiting measure, a speed limiting measure and respective execution proportion.

Assuming that the effect of any solution X in the solution space X on controlling the flows of different directional paths is uncoupled, the flow control effect after the execution of the control measure X (i.e. the flow reduction value input upstream to the congested road segment) may be denoted as f (X),

wherein ,f(x_m,n ) Means for any upstream toll facility G _m With any downstream toll facility G _n Directional path G of constitution _m →G _n In (a) flow execution control measure x _m,n The flow control effect after that.

In one specific embodiment of the present invention,

obtaining objective function (x) -epsilon (A, B, t) of solution space optimization ₀ ,t ₁ ) The objective function is the comprehensive flow control effect f (X) and the flow control target value epsilon (A, B, t) corresponding to the control measure corresponding to the solution X in the solution space X ₀ ,t ₁ ) Wherein,

according to the objective function of the solution space optimization, calculating and obtaining an optimal solution x of the flow control measure in the solution space ₀ ：

wherein ,

when f (x) -epsilon (a, B, t ₀ ,t ₁ ) The flow control measure corresponding to the minimum value is the optimal solution x ₀ 。

In a specific embodiment, the flow control measure x is _m,n Includes a pair path G _m →G _n The flow in (1) is subjected to a diversion measure, a current limiting measure, a speed limiting measure and respective execution proportion:

wherein ,f_α (x _m,n ) To adopt x _m,n Flow control effect, f, of corresponding shunt control measures _β (x _m,n ) The flow control effect is achieved when the flow limiting control measure is adopted; f (f) _γ (x _m,n ) For flow rate when speed-limiting control measures are takenControlling the effect;

is x _m,n The complexity penalty of the corresponding flow control scheme.

In the embodiment of the application, firstly, a flow control effect evaluation function of a flow control measure solution space is given based on three measures of flow dividing, flow limiting and speed limiting, an optimization objective function is constructed based on the flow control effect evaluation function and combined with a target value of flow control in unit time, and an optimal solution is solved in the solution space to obtain an optimal measure result for controlling upstream flow.

In one possible implementation, x is set _m,n Is the solution space X _m,n For various measures such as diversion, current limiting and speed limiting, further evaluate x _m,n The efficacy index and cost index are as follows:

(1) Split efficacy index:

f1 _α (x _m,n )＝f _dis (dis(G _m ,B))×f _ck (G _m ,G _n )；

wherein ,

weighting the performance based on distance, if G _m The farther the distance is, the worse the effect of its measure execution on flow control is, dis (G _m B) evaluation of the function G _m Path distance to B in kilometers; f (f) _ck (G _m ,G _n ) Function pair G _m And G _n Confirming whether a bypass route exists or not:

(2) Cost index of split:

wherein ,f_cost (G _m ,G _n ) Evaluation G _m And G _n Increasing toll by route detouring, wherein the unit is element; further, path increase, time cost, fuel consumption cost, etc. can also be taken into consideration _cost (G _m ,G _n ) Is not described in detail herein. f2 _α (x _m,n ) With f _cost (G _m ,G _n ) Increasing and decreasing pi _α To compensate for the maximum single cost that can be tolerated, the cost factor for the split is zeroed when the compensation cost exceeds pi.

(3)x _m,n Flow control effect of split flow:

(4) Efficiency index of current limiting:

f1 _β (x _m,n )＝f _dis (dis(G _m ,B))×θ _β ；

wherein θ_β Is that

The threshold value range of the current limiting coefficient parameter is 0-1.

(5) Cost index of current limit:

wherein π_β For maximum acceptable flow limit, when the number of flow limit exceeds pi _β And when the current limiting cost coefficient is zero.

(6)x _m,n Flow control effect of restriction:

(7) Efficacy index of speed limit:

wherein v_γ Is that

The threshold value of the speed limiting parameter is 0-120 km/h.

(8) Cost index of speed limit:

wherein π_γ For maximum acceptable speed limit value, when the speed limit value exceeds pi _γ And when the speed limiting cost coefficient is zero.

(9)x _m,n Speed-limiting flow control effect:

In conclusion, G is expressed for a homogeneous flux _m →G _n Execute x _m,n After the flow control strategy of (a), the expected upstream flow control effect (i.e., upstream flow reduction) is:

based on the formula f (x _m,n ) Can express the pair G in the solution space X _m To G _n The expected flow control result value after the execution of the flow control measure of (1) is specifically defined as the value obtained by taking x _m,n Corresponding flow control measures cause upstream vehicle flow to enter a reduced value of the congested road segment. Similarly, delta can be given _M and δ_N The effect of controlling the flow of different directional paths is uncoupled according to the flow control result value of any upstream and downstream facilities, and an optimization target is constructed based on the flow control result valueThe function is | (x) - ε (A, B, t) ₀ ,t ₁ ) The optimization objective function is the comprehensive flow control effect f (X) corresponding to the control measure corresponding to the solution X in the solution space X and the flow control target value epsilon (A, B, t) ₀ ,t ₁ ) Is a function of the absolute difference of (c). According to the objective function of the solution space optimization, calculating and obtaining the optimal solution x of the flow control measure in the solution space ₀ ；

wherein ,

when f (x) -epsilon (a, B, t ₀ ,t ₁ ) When the I is minimum, the flow control measure corresponding to the solution is the optimal solution x ₀ 。x ₀ Is based on the comprehensive consideration of the factors such as scheme energy efficiency, scheme cost, scheme complexity and the like, and then the method is applied to _k The upstream flow mitigation results are maximally close to the target value epsilon (a, B, t ₀ ,t ₁ ) So that congestion does not continue to spread.

For solving the optimization problem, intelligent algorithms such as an evolutionary algorithm (Evolutionary Algorithm, abbreviated as EA), a particle swarm algorithm (Particle Swarm Optimization, PSO) and the like can be adopted, and the invention is not repeated here.

Further, in view of the coupling relation between the flow values of the upstream and downstream toll facilities, solving x ₀ For downstream k (G) _m ,G _n ,t″ ₀ ,t″ ₁ ) There is some correction logic. In FIG. 1, G ₂ →G ₄ Comprises G ₁ →G ₄ Thus, if x is solved for ₀ For G ₁ Part of the flow is split to G ₆ Measures of (1), then at x ₀ In need of synchronization for kappa (G) ₂ ,G ₄ ,t″ ₀ ,t″ ₁ ) And making corresponding deduction correction.

And S105, inducing traffic to the vehicles according to the flow control measures corresponding to the optimal solution.

In one possible implementation, an optimal solution x is obtained in the solution space ₀ From x ₀ Can derive a certain traffic demand G _m →G _n Flow control scheme of (1), if need be to G _m →G _n The flow of the flow meter is split, and G is split through channels such as traffic signs, traffic broadcasting, mobile phone App and the like _m →G _n Notifying the vehicle and notifying the shunting path p of the vehicle _m,n And fee deduction amount f _cost (G _m ,G _n ) Similarly, for G _m →G _n The vehicle may also be informed of the vehicle performance as above regarding the restriction and speed limit of the vehicle.

Will split the path p _m,n Informing the networking charging system through the data interface, wherein the networking charging system contains p in the path _m,n The vehicle passing fee is according to the amount f _cost (G _m ,G _n ) And performing abatement.

In the embodiment of the application, the vehicle guidance passing device firstly determines a target congestion event to be processed on a highway when the highway is congested, then calculates a target value of flow control in unit time corresponding to a target congestion road section when no flow control measures are taken, searches charging facility sets at the upstream and downstream of the target congestion road section, constructs a solution space of flow control measures to which the charging facility sets at the upstream and downstream belong, then solves optimal solution of the flow control measures according to the target value of flow control in unit time in the solution space of the flow control measures, and finally guides the vehicle to pass according to the flow control measures corresponding to the optimal solution. According to the method and the system, the flow control solution space of the charging facility set on the upstream and downstream of the congestion road section is constructed, and the guidance and passing of vehicles are carried out according to the optimal solution measure in the solution space, so that the scientificity and the mobility of the expressway operation management under the congestion management scene are greatly improved, the public travel experience is improved, and huge economic and social benefits are brought.

The following are examples of the apparatus of the present invention that may be used to perform the method embodiments of the present invention. For details not disclosed in the embodiments of the apparatus of the present invention, please refer to the embodiments of the method of the present invention.

Referring to fig. 5, a schematic structural diagram of a vehicle guidance traffic device for highway congestion according to an exemplary embodiment of the present invention is shown. The vehicle guidance traffic device can be realized into all or part of the terminal through software, hardware or a combination of the software and the hardware when the expressway is congested. The device 1 comprises a target congestion event determination module 10, a flow control target value calculation module 20, a solution space construction module 30, an optimal solution determination module 40 and an induced pass module 50.

The target congestion event determining module 10 is configured to determine a target congestion event to be processed on a highway, where the target congestion event information includes a start point and an end point of a congestion road section;

a flow control target value obtaining module 20, configured to obtain a target value of flow control in a unit time corresponding to the target congestion road section;

a solution space construction module 30, configured to search a collection of charging facilities upstream and downstream of the target congestion road section, and construct a solution space of a flow control measure to which the collection of charging facilities upstream and downstream belong;

An optimal solution determining module 40, configured to determine, in a solution space of the flow control measure, an optimal solution of the flow control measure according to the target value of flow control in the unit time;

and the traffic guidance module 50 is used for guiding vehicles to pass according to the flow control measures corresponding to the optimal solution.

It should be noted that, when the vehicle guidance and passing device for highway congestion provided in the above embodiment executes the vehicle guidance and passing method for highway congestion, only the division of the above functional modules is used for illustration, and in practical application, the above functional allocation may be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules, so as to complete all or part of the functions described above. In addition, the device for inducing traffic when the expressway is congested and the embodiment of the method for inducing traffic when the expressway is congested provided in the above embodiments belong to the same concept, which embody detailed implementation procedures in the method embodiment, and are not described herein again.

The foregoing embodiment numbers of the present application are merely for describing, and do not represent advantages or disadvantages of the embodiments.

In the embodiment of the application, the vehicle guidance and passing device firstly determines a target congestion event to be processed on a highway when the highway is congested, then calculates an initial retention flow target value corresponding to a target congestion road section when no flow control measures are taken, searches charging facility sets at the upstream and downstream of the target congestion road section, constructs a solution space of the flow control measures of the charging facility sets at the upstream and downstream, secondly solves an optimal solution of the flow control measures according to the target value of the flow control in unit time in the solution space of the flow control measures, and finally guidance and passing are carried out on the vehicle according to the flow control measures corresponding to the optimal solution. According to the method and the system, the flow control solution space of the charging facility set on the upstream and downstream of the congestion road section is constructed, and the guidance and passing of vehicles are carried out according to the optimal solution measure in the solution space, so that the scientificity and the mobility of the expressway operation management under the congestion management scene are greatly improved, the public travel experience is improved, and huge economic and social benefits are brought.

The invention also provides a computer readable medium on which program instructions are stored, which when executed by a processor implement the vehicle guidance traffic method for highway congestion provided by the above-mentioned respective method embodiments.

The invention also provides a computer program product comprising instructions which, when run on a computer, cause the computer to perform the method of vehicle-induced traffic when highway congestion of the various method embodiments described above.

Referring to fig. 6, a schematic structural diagram of a terminal is provided in an embodiment of the present application. As shown in fig. 6, terminal 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.

Wherein the communication bus 1002 is used to enable connected communication between these components.

The user interface 1003 may include a Display screen (Display) and a Camera (Camera), and the optional user interface 1003 may further include a standard wired interface and a wireless interface.

The network interface 1004 may optionally include a standard wired interface, a wireless interface (e.g., WI-FI interface), among others.

Wherein the processor 1001 may include one or more processing cores. The processor 1001 connects various parts within the overall electronic device 1000 using various interfaces and lines, performs various functions of the electronic device 1000 and processes data by executing or executing instructions, programs, code sets, or instruction sets stored in the memory 1005, and invoking data stored in the memory 1005. Alternatively, the processor 1001 may be implemented in at least one hardware form of digital signal processing (Digital Signal Processing, DSP), field programmable gate array (Field-Programmable Gate Array, FPGA), programmable logic array (Programmable Logic Array, PLA). The processor 1001 may integrate one or a combination of several of a central processing unit (Central Processing Unit, CPU), an image processor (Graphics Processing Unit, GPU), and a modem, etc. The CPU mainly processes an operating system, a user interface, an application program and the like; the GPU is used for rendering and drawing the content required to be displayed by the display screen; the modem is used to handle wireless communications. It will be appreciated that the modem may not be integrated into the processor 1001 and may be implemented by a single chip.

The Memory 1005 may include a random access Memory (Random Access Memory, RAM) or a Read-Only Memory (Read-Only Memory). Optionally, the memory 1005 includes a non-transitory computer readable medium (non-transitory computer-readable storage medium). The memory 1005 may be used to store instructions, programs, code, sets of codes, or sets of instructions. The memory 1005 may include a stored program area and a stored data area, wherein the stored program area may 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 above-described respective method embodiments, etc.; the storage data area may store data or the like referred to in the above respective method embodiments. The memory 1005 may also optionally be at least one storage device located remotely from the processor 1001. As shown in fig. 6, an operating system, a network communication module, a user interface module, and a vehicle guidance passing application when a highway is congested may be included in a memory 1005 as one type of computer storage medium.

In terminal 1000 shown in fig. 6, user interface 1003 is mainly used for providing an input interface for a user, and acquiring data input by the user; and the processor 1001 may be configured to call the vehicle guidance passing application when the highway is congested and stored in the memory 1005, and specifically perform the following operations:

In one embodiment, the processor 1001, when executing the determination of the target congestion event to be handled on the highway, specifically performs the following operations:

acquiring a first congestion event set on a highway;

In one embodiment, the processor 1001, when executing calculation of the target value of flow control in a unit time corresponding to the target congestion event, specifically executes the following operations:

In one embodiment, the processor 1001, when executing the acquisition of the traffic output to the downstream by the congested road segment without taking control measures according to the end point of the congested road segment, specifically executes the following operations:

and determining the second vehicle number after sample expansion as the flow output to the downstream of the congestion road section.

In one embodiment, the processor 1001, when executing the acquisition of the flow rate of the congestion road section input upstream per unit time when no control measures are taken according to the start point of the congestion road section, specifically executes the following operations:

and determining the fourth vehicle number as an upstream flow.

In one embodiment, the processor 1001, when determining an optimal solution of the flow control measure according to a target value of the flow control in a unit time in a solution space of the flow control measure, specifically performs the following operations:

obtaining an objective function f (x) -epsilon (A, B, t) of solution space optimization ₀ ,t ₁ ) And (3) the solution space is provided with a solution space, wherein f (x) is the comprehensive flow control effect corresponding to the flow control measure corresponding to the solution x in the solution space, and the objective function is the comprehensive flow control effect f (x) corresponding to the control measure corresponding to the solution space and the flow control target value epsilon (A, B, t) ₀ ,t ₁ ) Wherein f (x _m,n ) Means for any upstream toll facility G _m With any downstream toll facility G _n Directional path G of constitution _m →G _n In (a) flow execution control measure x _m,n The flow control effect after that, understandably, each solution x in the solution space corresponds to a control measure;

In a preferred embodiment, the control means comprise a shunt means, a restrictor means, a speed limiting means and the respective execution ratio.

Those skilled in the art will appreciate that implementing all or part of the above-described methods in the embodiments may be accomplished by a computer program for instructing related hardware, and a program for inducing traffic in vehicles during highway congestion may be stored in a computer readable storage medium, which when executed may include the steps of the embodiments of the methods described above. The storage medium may be a magnetic disk, an optical disk, a read-only memory, a random access memory, or the like.

The foregoing disclosure is only illustrative of the preferred embodiments of the present application and is not intended to limit the scope of the claims herein, as the equivalent of the claims herein shall be construed to fall within the scope of the claims herein.

Claims

1. A method for inducing traffic when a highway is congested, the method comprising:

determining a target congestion event to be processed on a highway, wherein the target congestion event comprises a starting point and a terminal point of a congestion road section;

obtaining a target value of flow control in unit time corresponding to a target congestion road section, wherein,

determining a target value of flow control in unit time corresponding to a target congestion road section according to the upstream and downstream flow difference of the congestion road section;

Searching an upstream collection of toll facilities delta for the target congested road segment _M Collection of toll facilities delta downstream of target congested road segment _N And constructing a solution space of flow control measures to which the upstream and downstream collection of toll facilities belong, wherein,

the flow control measures comprise flow limiting, diversion or speed limiting; wherein,

the construction of a solution space of flow control measures to which an upstream and downstream collection of charging facilities belong comprises:

S302 building directed path G _m →G _n Flow control measure solution space for flow control, denoted as X _m，n ；

S303 collecting delta of the upstream charging facilities _M And the downstream collection of toll facilities delta _N In (2), executing step S302 to obtain a solution space x=of the flow control measure to which the upstream and downstream charging facilities belong<…，X _m，n ，…>Wherein G is _m ∈δ _M ，G _n ∈δ _N ；

In the solution space of the flow control measure, determining the optimal solution of the flow control measure according to the target value of the flow control in the unit time; wherein,

the determining the optimal solution of the flow control measure according to the target value of the flow control in the unit time in the solution space of the flow control measure comprises the following steps:

Obtaining the objective function f (x) -epsilon (A, B, t) of the solution space optimization ₀ ，t ₁ ) I, f (x) is the comprehensive flow control effect corresponding to the control measure corresponding to the solution x in the solution space,

wherein ,

f(x _m，n ) Means for any upstream toll facility G _m With any downstream toll facility G _n Directional path G of constitution _m →G _n In (a) flow execution control measure x _m，n The flow control effect after that;

calculating an optimal solution x of the flow control measure according to the objective function of the solution space optimization ₀ ；

2. The method of claim 1, wherein the determining a target congestion event to be handled on a highway comprises:

acquiring a first congestion event set on a highway;

3. The method according to claim 1, wherein the obtaining the target value of flow control per unit time corresponding to the target congestion event includes:

and determining the target value of flow control in the unit time according to the upstream and downstream flow difference of the congestion road section.

4. A method according to claim 3, wherein obtaining traffic output downstream by the congested segment without taking control measures based on the congested segment end point comprises:

5. A method according to claim 3, wherein said obtaining, from the start of the congested road segment, the flow of the congested road segment input upstream per unit time when no control measures are taken, comprises:

and determining the fourth vehicle number as an upstream flow.

6. The method of claim 1, wherein the step of determining the position of the substrate comprises,

the control measures comprise a diversion measure, a current limiting measure, a speed limiting measure and respective execution proportion;

/>

wherein f is _α (x _m，n ) The flow control effect is the shunt control measure; f (f) _β (x _m，n ) The flow control effect of the limiting flow control measure; f (f) _γ (x _m，n ) The flow control effect is the speed limiting control measure;

the function gives a complexity penalty for the flow control measure.

7. A vehicle guidance passing device when a highway is congested, the device comprising:

the system comprises a target congestion event determining module, a congestion control module and a congestion control module, wherein the target congestion event determining module is used for determining target congestion events to be processed on a highway, and the target congestion events comprise a starting point and a terminal point of a congestion road section;

the flow control target value calculation module is used for obtaining a target value of flow control in unit time corresponding to the target congestion road section; wherein,

a solution space construction module for searching an upstream collection delta of charging facilities of the target congestion road section _M Downstream collection of toll facilities delta for target congested road segments _N And constructing a solution space of flow control measures to which the upstream and downstream collection of toll facilities belong, wherein,

Wherein the flow control measures include flow restriction, diversion or speed limiting;

the optimal solution determining module is used for determining an optimal solution of the flow control measure according to the target value of the flow control in the unit time in a solution space of the flow control measure; wherein,

the optimal solution determining module is specifically configured to:

obtaining the objective function f (x) -epsilon (A, B, t) of the solution space optimization ₀ ，t ₁ ) I, f (x) is in the solution spaceThe solution x of the solution x corresponds to the comprehensive flow control effect corresponding to the control measure,

8. A computer storage medium storing a plurality of instructions adapted to be loaded by a processor and to perform the method steps of any of claims 1-6.

9. A terminal, comprising: a processor and a memory; wherein the memory stores a computer program adapted to be loaded by the processor and to perform the method steps of any of claims 1-6.