CN112700660A - Signal lamp control method and system - Google Patents
Signal lamp control method and system Download PDFInfo
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Abstract
The invention relates to the technical field of traffic signal control, in particular to a signal lamp control method and a system, which comprises the following steps: collecting data to be processed in real time; acquiring state information of a signal lamp; calculating to obtain the total time saved by the pedestrian and the total time delayed by the passenger according to the data to be processed; judging whether the total pedestrian saving time is greater than the total passenger delay time or not, if so, stopping the current green light of the vehicle and turning to the yellow light of the vehicle; if not, the green light of the vehicle is kept. The signal lamp control method and system provided by the invention solve the problem that the traffic light time distribution is unreasonable in the existing signal lamp control method.
Description
Technical Field
The invention relates to the technical field of traffic signal control, in particular to a signal lamp control method and system.
Background
The signal device commonly used for the road section pedestrian crossing is provided with a timing signal and a pedestrian button system, wherein the timing signal system mainly aims at reducing motor vehicle delay, and unnecessary motor vehicle delay can be effectively reduced by installing pedestrian buttons at the pedestrian crossing. The existing research and technology pay more and more attention to the method for utilizing the signal to control and optimize to meet the requirements of pedestrians. Zhao et al propose a comprehensive design method for balancing vehicle and pedestrian traffic efficiency, which fully utilizes the red light time of vehicles at downstream intersections, combines pedestrian crosswalk position selection and signal timing, and forms a unified signal control model. Wang et al propose a road section pedestrian crossing signal timing optimization model for different signal control modes. Wang et al uses an upstream detection strategy to optimize pedestrian crosswalk hybrid beacons to reduce pedestrian waiting time at intersections. Bai et al propose a dynamic pedestrian crossing signal timing optimization model that takes into account both pedestrian and motor vehicle delays. Yu et al propose a convex planning method to optimize traffic signal times at isolated intersections, take the total weighted delays of vehicles and pedestrians on pedestrian crossings as an objective function, and demonstrate the influence of pedestrian delays added in signal optimization through a case study. However, the existing signal control optimization method still has the problem of unreasonable time distribution of traffic lights.
Disclosure of Invention
The invention provides a signal lamp control method and a system, which aim to solve the problem that the existing signal lamp control method is unreasonable in traffic light time distribution.
The technical scheme for solving the problems is as follows: a control method of a signal lamp comprises the following steps:
s1: acquiring data to be processed in real time, wherein the data to be processed comprises the number of pedestrians in a queuing area and a set of vehicles in a VCA area;
s2: obtaining status information of signal lamp
When the vehicle green light is on, judging whether the number of pedestrians in the queuing area exceeds a threshold value, if so, executing the next step, and if not, keeping the vehicle green light;
s3: calculating to obtain total pedestrian saving time and total passenger delay time according to the data to be processed;
s4: judging whether the total pedestrian saving time is greater than the total passenger delay time or not, if so, stopping the current vehicle green light and turning to a vehicle yellow light; if not, the green light of the vehicle is kept.
Preferably, the set of vehicles in the VCA area in step S1 includes all vehicles meeting a preset condition
lqueue+Db＜Deff
Dcruise>x0
lend＞xcar＞lstart
lqueueLength of vehicle team for currently waiting vehicle green light, DbIs that the target vehicle is driven from a normal running speed to adeUntil the distance traveled at a stop, DcruiseIs the distance, x, traveled by the target vehicle when the red light of the next vehicle is on0Is the distance between the target vehicle and the zebra crossing at the beginning of the signal period of the current round, lendIs t0The distance between time a and the crosswalk.
Preferably, the step S3 is preceded by: and judging whether the remaining green light time of the vehicle is greater than the preset minimum vehicle green light time, if so, executing the next step, and if not, keeping the vehicle green light.
Preferably, the step S3 specifically includes
Calculating pedestrian passing time according to the number of pedestrians in the queuing area, and calculating total time saved by the pedestrians according to the pedestrian passing time;
the number of passengers in the VCA area is calculated according to the set of vehicles in the VCA area, and the total time delay of the passengers is calculated according to the number of the passengers in the VCA area.
Preferably, the kit further comprises S5, and the S5 specifically comprises
Judging whether the pedestrian passing time is greater than the preset minimum pedestrian passing time or not, if so, stopping the yellow light of the current vehicle, and turning to the green light of the vehicle; if not, the pedestrian passing time is equal to the minimum pedestrian passing time, the yellow light of the current vehicle is stopped, and the vehicle is turned to the green light.
In another aspect, the present invention further provides a signal lamp control system, which includes
The system comprises an acquisition module, a processing module and a processing module, wherein the acquisition module is used for acquiring information to be processed, and the data to be processed comprises the number of pedestrians in a queuing area and a set of vehicles in a VCA area;
the acquisition module is used for acquiring the state information of the signal lamp;
the computing module is used for computing the total pedestrian saving time and the total passenger delay time according to the data to be processed;
the first judgment module is used for judging whether the total pedestrian saving time is greater than the total passenger delay time or not;
and the sending module is used for sending the control command to the signal lamp.
Preferably, the vehicle further comprises a second judging module, wherein the second judging module is used for judging whether the remaining green time of the vehicle is greater than the preset minimum vehicle green time.
Preferably, the pedestrian crossing time judging device further comprises a third judging module, and the third judging module is used for judging whether the pedestrian crossing time is larger than the preset minimum pedestrian crossing time.
Compared with the prior art, the invention has the beneficial effects that:
1) the pedestrian violation rate is reduced through signal lamp regulation, the probability that the traffic accident takes place is reduced, the pedestrian crossing safety is improved, and the traffic demand of passengers is guaranteed simultaneously.
2) The signal lamp control method is optimized, and the distribution time of the traffic lights is more reasonable.
Drawings
FIG. 1 is a schematic flow chart of a signal lamp control method according to the present invention;
FIG. 2 is a time-distance diagram of the vehicles traveling on the street segment crosswalk;
FIG. 3 is a pedestrian delay profile under an L-shaped expected wait time profile;
FIG. 4 is a pedestrian delay profile under a U-shaped expected wait time profile;
FIG. 5 is a pedestrian delay profile under a J-shaped expected wait time profile;
FIG. 6 is a distribution diagram of pedestrian violation rate under different expected wait time curve distributions;
FIG. 7 is a graph of variation of violation rate with pedestrian arrival rate and traffic density at a split of 0.5;
FIG. 8 is a graph of variation of violation rate with pedestrian arrival rate and traffic density at a split of 0.7;
FIG. 9 is a graph showing the variation of the horizontal accompanying person arrival rate and the traffic density when the split is 0.5;
FIG. 10 is a graph showing the variation of the horizontal accompanying person arrival rate and the traffic density when the split is 0.7;
FIGS. 11-19 are graphs of pedestrian delay and violation rate distributions for two signal control methods at different vehicle densities;
FIG. 20 is a schematic diagram of signal lamp switching;
FIG. 21 is a graph comparing the present invention with timing signal control.
Wherein:
l in FIG. 2queueLength of vehicle team, x, for the current waiting vehicle green light0The distance t between the target vehicle and the zebra crossing at the beginning of the signal period of the current wheeldisIs vehicle team dissipation time, DcruiseWhen the red light of the next vehicle is on, the running distance, t, of the target vehicle0Is the time of the beginning of the signal period of the current round, tgGreen time, t for pedestriancAcceptable safe time interval, t, for a single pedestriansThe regulated proper time length t of the green light of the pedestrianrThe time of the signal cycle ending in the current round;
in FIGS. 3-5, pedestrian delay means pedestrian delay, γ is traffic density, delay with TSC means timing signal delay, delay with SCACDF means delay of controlling signal lights using the present invention;
p in FIG. 6vioPedestrian violation rate, gamma is traffic density, TSC means timing signal, SCACDF means signal lamp controlled by the invention;
p in FIGS. 7 and 8vioPedestrian violation rate, gamma is traffic density, lambda is pedestrian arrival rate, TSC means a timing signal, and SCACDF means the control signal lamp of the invention;
n in FIGS. 9 and 10passIs on the pedestrian crossing in unit timeThe number of passing motor vehicles, gamma is the traffic density, lambda is the pedestrian arrival rate, TSC means a timing signal, and SCACDF means the control signal lamp adopting the invention;
p in FIGS. 11-19vioPedestrian violation rate, gamma is traffic density, delay with TSC means timing signal delay, delay with SCACDF means delay of signal lamp controlled by the invention, pviowith TSC meaning pedestrian violation Rate, p, of the timing SignalvioThe with SCACDF means pedestrian violation rate of the algorithm;
in FIG. 20, PR is pedestrian red light, PG is pedestrian green light, PR1The red light and PR of the pedestrian are adjusted by the invention2The pedestrian is red light after the adjustment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings of the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, are within the scope of the present invention. Thus, the following detailed description of the embodiments of the present invention, presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention.
A control method of a signal lamp comprises the following steps:
s1: acquiring data to be processed in real time, wherein the data to be processed comprises the number of pedestrians in a queuing area and a set of vehicles in a VCA area;
s2: acquiring state information of signal lamps, wherein the signal lamps comprise a vehicle signal lamp and a pedestrian signal lamp;
when the vehicle green light is on, judging whether the number of pedestrians in the queuing area exceeds a threshold value, if so, executing the next step, and if not, keeping the vehicle green light;
s3: calculating to obtain the total time saved by the pedestrian and the total time delayed by the passenger according to the data to be processed;
s4: judging whether the total pedestrian saving time is greater than the total passenger delay time or not, if so, stopping the current green light of the vehicle and turning to the yellow light of the vehicle; if not, the green light of the vehicle is kept.
As a preferred embodiment of the present invention, the set of vehicles in the VCA area in step S1 includes all vehicles satisfying the preset condition
lqueue+Db＜Deff
Dcruise>x0
lend＞xcar＞lstart
lqueueLength of vehicle team for currently waiting vehicle green light, DbIs that the target vehicle is driven from a normal running speed to adeUntil the distance traveled at a stop, DcruiseIs the distance, x, traveled by the target vehicle when the red light of the next vehicle is on0Is the distance between the target vehicle and the zebra crossing at the beginning of the signal period of the current round, lendIs t0The distance between time a and the crosswalk.
As a preferred embodiment of the present invention, step S3 is preceded by: and judging whether the remaining green light time of the vehicle is greater than the preset minimum vehicle green light time, if so, executing the next step, and if not, keeping the vehicle green light.
As a preferred embodiment of the present invention, step S3 specifically includes
Calculating pedestrian passing time according to the number of pedestrians in the queuing area, and calculating the total time saved by the pedestrians according to the pedestrian passing time;
the number of passengers in the VCA area is calculated from the set of vehicles in the VCA area, and the total time delayed by a passenger is calculated from the number of passengers in the VCA area.
As a preferred embodiment of the present invention, the method further comprises S5, and S5 specifically comprises
Judging whether the pedestrian passing time is greater than the preset minimum pedestrian passing time or not, if so, stopping the yellow light of the current vehicle, and turning to the green light of the vehicle; if not, the pedestrian passing time is equal to the minimum pedestrian passing time, the yellow light of the current vehicle is stopped, and the vehicle is turned to the green light.
A control system for signal lamp comprises
The acquisition module is used for acquiring information to be processed, and the data to be processed comprises the number of pedestrians in the queuing area and the set of vehicles in the VCA area;
the acquisition module is used for acquiring the state information of the signal lamp;
the computing module is used for computing the total pedestrian saving time and the total passenger delay time according to the data to be processed;
the first judgment module is used for judging whether the total pedestrian saving time is greater than the total passenger delay time or not;
and the sending module is used for sending the control command to the signal lamp.
As a preferred embodiment of the present invention, the vehicle further includes a second determining module, where the second determining module is configured to determine whether the remaining green time of the vehicle is greater than a preset minimum vehicle green time.
As a preferred embodiment of the present invention, the pedestrian protection system further includes a third determining module, and the third determining module is configured to determine whether the pedestrian passing time is greater than a preset minimum pedestrian passing time.
step 1: acquiring data to be processed in real time, wherein the data to be processed comprises the number of pedestrians in a queuing area and a set of vehicles in a VCA area, and the set of vehicles in the VCA area is CCt＝{car1,car2…carn}。
The vehicle set in the VCA area comprises all vehicles meeting preset conditions
lqueue+Db＜Deff
Dcruise>x0
lend＞xcar＞lstart
lqueueLength of vehicle team for currently waiting vehicle green light, DbIs that the target vehicle is driven from a normal running speed to adeUntil the distance traveled at a stop, DcruiseIs the distance, x, traveled by the target vehicle when the red light of the next vehicle is on0Is the distance between the target vehicle and the zebra crossing at the beginning of the signal period of the current round, lendIs t0The distance between time a and the crosswalk.
Obtaining a set CCtNumber of passengers on all vehicles, if CCtIs empty, indicating at tcTo trThe number of vehicles that will reach the crosswalk during a time period is 0, i.e. the passengers do not have a traffic demand on the crosswalk during this time period, and therefore at tcThe signal lamp is switched at all times, so that pedestrians can pass through the traffic light as soon as possible, and unnecessary waiting time is reduced.
Step 2: and acquiring the state information of the vehicle signal lamp, judging whether the number of pedestrians in the queuing area exceeds a threshold value when the vehicle green lamp is on, executing the next step if the number of pedestrians in the queuing area exceeds the threshold value, and keeping the vehicle green lamp if the number of pedestrians in the queuing area does not exceed the threshold value.
And step 3: and judging whether the remaining green light time of the vehicle is greater than the preset minimum vehicle green light time, if so, executing the next step, and if not, keeping the vehicle green light.
And 4, step 4: calculating pedestrian passing time according to the number of pedestrians in the queuing area, and calculating total time t saved by the pedestrians according to the pedestrian passing timeps,i(ii) a The number of passengers in the VCA area is calculated according to the set of vehicles in the VCA area, and the total time t of the passenger delay is calculated according to the number of passengers in the VCA areacd,i。
tps,i＝tsNped,wait
Wherein:
Nped,waitis the number of pedestrians currently waiting in the queuing area, Nped,waitReal-time monitoring and updating is required;
tps,iis the total time saved by the pedestrian;
tsthe adjusted vehicle red light duration is required to ensure that all pedestrians waiting for crossing the street can safely cross the street during the vehicle red light period;
tcd,iis the total time delayed by a passenger within the Vehicle Comparison Area (VCA); m is the total number of vehicles in the VCA;
njis the number of passengers in the jth vehicle (j ∈ (0, m));
Ldis the length of the zebra crossing;
Spis the average pedestrian walking speed;
gminis the minimum pedestrian transit time;
i is the green light interval time of the vehicle;
in the set traffic scene, the number of passengers in each car is assumed to be subjected to random Uniform (0,4), and the number of passengers in each car is random 1-4, so that the number of passengers is different; the default number of passengers of the bus is 50 (taking a DD6129S21 city bus in the yellow sea of Western Ann as an example, the bus has 37 seats in total, the rated number of passengers is 89, and the running capacity is nearly saturated in the peak period), and the dispatching frequency of the bus is one per minute.
And 5: judging tps,iWhether or not it is greater than tcd,iIf yes, the current vehicle green light is stopped, and if not, the vehicle green light is kept. When t isps,iWhether or not it is greater than tcd,iIt is shown that assigning the green time of a motor vehicle to a pedestrian currently waiting to cross a street would be of greater utility because it would allow more pedestrians to cross the pedestrian crossing in the same amount of time, meeting the traffic demands of more pedestrians, including the pedestrian's street-crossing demand and the passenger's traffic demand. Otherwise, it is not advisable to switch off the motor vehicle green light in advance at this time, because this is doneThe operation of (1) reduces the waiting time of the pedestrian, but additionally pays a time cost for more passengers.
Step 6: judging whether the pedestrian passing time (namely the pedestrian green time) is greater than the preset minimum pedestrian passing time (namely the minimum pedestrian green time), if so, stopping the current vehicle yellow light, and turning to the vehicle green light; if not, the pedestrian passing time is equal to the minimum pedestrian passing time, the yellow light of the current vehicle is stopped, and the vehicle is turned to the green light.
The invention can select shorter signal cycle length when the delay minimization is taken as an optimization target, and all road participants can achieve better group because flexible pedestrian phase can possibly cause certain influence on traffic flow. PR and PG in FIG. 20 are the respective phase durations controlled by timing signals, PR1And PR2The traffic light signal control mode of the present invention is adjusted according to the current needs of the traveler. As shown in fig. 21, the total period of the signal of the present invention is shortened by Δ t compared to the timing signal, and Δ t is composed of two parts: vehicle green light ends early and pedestrian green light time under reassignment decreases. The former aims to reduce the waiting time of the pedestrian, thereby reducing the violation rate of the pedestrian; the latter is to reasonably allocate the green light time according to the current waiting scale, and reduce the waste of resources.
Example 2: the signal lamp control method comprises the following verification steps:
1. scene description and parameter setting
The verification of the invention is that in a simulation experiment on a road section crosswalk, the control method and the timing signal control mode of the invention are compared. In order to show the signal lamp control method of the invention more comprehensively, the signal lamp control method is close to a real scene, and besides the transverse comparison of the effects of the two control modes, the signal lamp control method also carries out longitudinal analysis on the algorithm results under different traffic flow horizontal scenes. Some key parameters in the simulation are shown in table 1, with the standard deviation of the random distribution of the parameters in parentheses. In the experiment, the pedestrian arrival obeys the Poisson distribution, and the arrival rate is lambda. The number of people running red light in a single signal period is npThe total pedestrian traffic is NpPedestrian violation rate pvioIs defined as the ratio of the two, i.e.
In addition, the pedestrian waiting time tiDefining the time difference from entering the waiting area to leaving the waiting area and entering the conflict area for the pedestrian i; average delay t of pedestrianΩIs the average waiting time of a pedestrian arriving at the destination in a unit time, i.e.
Assuming that the arrival of the vehicles obeys Poisson distribution, and the arrival rate is gamma; and assuming that the traffic volume of the motor vehicle is the total number of vehicles passing through the conflict area in unit hour, and recording the total number as NC(ii) a Let the traffic signal period duration T be 100s, i.e. the vehicle green time duration TCGAnd green time T of pedestrianPGSumming; the green signal ratio mu is defined as the ratio of the time when the vehicle is green to the time when the traffic light is periodic, i.e. the ratio
Table 1: key parameters used in simulation
2. Effect of the distribution of pedestrian's expected wait time on the Performance of the Signal light control method of the present invention
In order to verify the universality of the algorithm, under the condition of three expected waiting time distribution curves of L, U and J, pedestrian delay distribution and violation rate conditions of pedestrians under the control of timing signals and the signal lamp control method are simulated.
(1) Pedestrian delay distribution
As shown in fig. 3-5, the simulation results can see that the delay profile of the pedestrian has two significant features. Firstly, under different traffic scenes, the pedestrian delay distribution rules are relatively consistent, and the average delay of the pedestrians under the control of a timing signal is improved along with the increase of the traffic flow; second, compared with the timing signal, the average waiting time of the pedestrian under the control of the method in the three situations is relatively small, which shows that the signal lamp control method of the invention can actually reduce the waiting time of the pedestrian and can play a certain role in different traffic scenes. Particularly, under an expected waiting time distribution curve of the L-shaped pedestrians, a good effect is achieved when the traffic flow is 1500, and the average delay of the pedestrians is reduced from 43 seconds to 29 seconds.
(2) Pedestrian delay distribution
As shown in fig. 6, the average pedestrian violation rate calculated by the simulation result is an average pedestrian violation rate obtained by increasing the pedestrian arrival rate from 400 persons/h to 1200 persons/h in steps of 100 when the traffic flow is constant. Under three traffic scenes, the increase of the pedestrian violation rate and the traffic flow are in an opposite trend, which is more consistent with the real traffic scene. Meanwhile, the overall level of the pedestrian violation rate under the distribution of the U-shaped curve is lower at different traffic flow levels. It is worth appreciating that, compared with timing signal control, violation behaviors of pedestrians under the signal lamp control method of the invention are all converged under three scenes, which shows that the signal lamp control method of the invention can effectively reduce violation rate of pedestrians, improve traffic safety and show robustness of algorithm.
3. The influence of the signal lamp control method on the violation rate of pedestrians
The pedestrian violation rate p is verified through simulationvioThe change condition is generated along with the change of the pedestrian arrival rate lambda and the traffic flow density gamma. Both λ and γ start at 300 and increase in steps of 100. Note that when the traffic density is greater than 1200veh/h, the pedestrian violation rate is very low and the variance is small, so the analysis is not performed for the situations beyond 1200 veh/h.
(1) Influence at different traffic densities
Pedestrian violation decreases with increasing traffic density; under the condition of different green letter ratios, the signal lamp control method disclosed by the invention can play an active role under different traffic demand levels, so that the violation rate of pedestrians is reduced. Compared with timing signal control, the signal lamp control method has great advantages in reducing the pedestrian violation rate, reduces unnecessary waiting time of pedestrians, and obviously reduces the pedestrian violation rate.
(2) Fig. 7 and 8 show the influence of different pedestrian arrival rates.
The pedestrian violation rate slowly decreases with increasing pedestrian arrival rate. In the free flow phase, the signal lamp control method of the invention plays more obvious positive role along with the increase of the pedestrian arrival rate at a certain time. When the traffic density and the pedestrian arrival rate are respectively 300veh/h and 1200ped/h, the pedestrian violation rate is reduced from 0.179 to 0.0547, and is reduced by 69.4%.
In addition, the greater the split, the higher the overall level of pedestrian violation rate. When the Luxin ratio mu is 0.5, the violation rate of the descending people is controlled to be lower than 18% by the timing signal; and when the green ratio mu is 0.7, the pedestrian violation rate p is at a traffic flow rate and a pedestrian arrival rate of 300vioThe pedestrian violation rate is up to 22.6%.
4. Fig. 9 and 10 show the influence of the signal light control method of the present invention on the traffic flow.
(1) The influence of the signal lamp control method on the traffic flow passing capacity
The signal lamp control method aims to reduce the waiting time and the violation rate of pedestrians and improve the utilization rate of green lamps of vehicles, but simultaneously road congestion should be avoided or aggravated. In order to more effectively measure the influence of the invention on traffic flow, N is selectedpassAs an effective index of a signal control method for traffic flow traffic guidance, the signal control method refers to the number of motor vehicles passing through a pedestrian crossing in unit time. At a certain traffic density, NpassThe larger the value is, the stronger the traffic flow passing ability under the current control method is, and N is under two control modes of timing signal control and the algorithm of the inventionpassThe smaller the difference value, the smaller the influence of the control method of the present invention on the traffic flow.
Signal lamp control method of the invention for NpassOverall negative impact of (2) is small, and the algorithm may even increase throughput in certain scenarios. In some cases, implementation of the signal lamp control method of the present invention brings about NpassBut the split is 0.7, the throughput per hour is better than the performance under the dual flow response control algorithm when the pedestrian arrival rate is small. This is because, in this case, under the control of the timing signal, conditions for pedestrian violation are more easily satisfied, and the rate of violation is very high, so that the pedestrian may cause frequent disturbance to the traffic flow. The signal lamp control method of the invention advances the green light time of the pedestrian, reduces the red light running behavior of the pedestrian, reduces the interference of the pedestrian to the traffic, and leads the traffic flow to be smoother, thereby leading to NpassResulting positive effect Δ n1Make up for or even exceed the negative influence delta n caused by shortening of the green time of the vehicle2The amount of traffic is increasing gradually instead. It is noted that, at a certain traffic density, as the pedestrian arrival rate increases, the reduction of the pedestrian violation rate under the algorithm is more and more obvious, but as the pedestrian violation rate also continuously decreases, the positive utility Δ n generated by the algorithm at the moment1Is also decreasing, resulting in NpassAnd gradually decreases.
(2) Influence of signal lamp control method of the invention on passenger traffic volume
The traffic volume of the pedestrians and the passengers in unit time before and after the algorithm is counted, and tables 2 and 3 show that t is in a U-shaped distribution scenemaxAt 60s, the traffic flow is increased from 500 to 1500veh/h, and the average throughput of pedestrians and passengers on the pedestrian crosswalk is changed in unit time.
Table 2 traffic volume of pedestrian and passenger per unit time when the split μ is 0.5
Table 3 traffic volume of pedestrian and passenger per unit time when the split μ is 0.7
When the split is 0.5, the traffic volume of the passengers is not much different between 1000 and 1500veh/h because the signal intersection has a limited ability to discharge traffic. And the change rate delta of the total traffic volume shows that the algorithm has positive effect on the travel of the traffic subject when the split mu is 0.5, and the traffic volume of pedestrians and passengers in unit time is increased under the control of the signal lamp control method. Compared with the traffic scenario when the split is 0.5, the passenger traffic volume per unit time when the split is 0.7 is larger, and increases with the increase of the traffic volume. Although the total traffic volume is reduced at the moment, the change rate is less than 1 percent, which shows that the control method of the invention has more slight negative effect on traffic bodies, and the traffic volume of pedestrians is basically the same under different conditions.
5. Sensitivity analysis of pedestrian tolerance levels
As shown in FIGS. 11-19, the average waiting patience levels of pedestrians in different regions have significant differences, namely the maximum expected waiting time Tmax. Sensitivity analysis of expected latency, with an emphasis on TmaxUnder different values, the pedestrian violation rate and the pedestrian delay are different from the timing signal and the invention.
First, when T ismaxAt the same level, pedestrian violation rate decreases with increasing traffic density. When the traffic density is constant, the violation rate of the pedestrians is reduced along with the increase of the pedestrian arrival rate, and the pedestrian delay is increased in proportion to the pedestrian arrival rate. Second, TmaxRepresenting the extreme endurance level of the pedestrian, the results show that TmaxThe larger the pedestrian violation rate, the lower. All data are integrated, so that for different patience groups, the pedestrian crossing safety monitoring system can reduce average pedestrian delay, reduce pedestrian violation rate and obviously improve the safety of pedestrian crossings.
The above description is only an embodiment of the present invention, and not intended to limit the scope of the present invention, and all equivalent structures or equivalent flow transformations made by using the contents of the specification and the drawings, or applied directly or indirectly to other related systems, are included in the scope of the present invention.
Claims (8)
1. A control method of a signal lamp is characterized by comprising the following steps:
s1: acquiring data to be processed in real time, wherein the data to be processed comprises the number of pedestrians in a queuing area and a set of vehicles in a VCA area;
s2: obtaining status information of signal lamp
When the vehicle green light is on, judging whether the number of pedestrians in the queuing area exceeds a threshold value, if so, executing the next step, and if not, keeping the vehicle green light;
s3: calculating to obtain total pedestrian saving time and total passenger delay time according to the data to be processed;
s4: judging whether the total pedestrian saving time is greater than the total passenger delay time or not, if so, stopping the current vehicle green light and turning to a vehicle yellow light; if not, the green light of the vehicle is kept.
2. The signal lamp control method according to claim 1,
in step S1, the set of vehicles in the VCA area includes all vehicles meeting a preset condition
lqueue+Db＜Deff
Dcruise>x0
lend＞xcar＞lstart
lqueueLength of vehicle team for currently waiting vehicle green light, DbIs that the target vehicle is driven from a normal running speed to adeUntil the distance traveled at a stop, DcruiseIs the distance, x, traveled by the target vehicle when the red light of the next vehicle is on0Is the distance between the target vehicle and the zebra crossing at the beginning of the signal period of the current round, lendIs t0The distance of time a from the crosswalk.
3. The method for controlling a signal lamp according to claim 1, wherein the step S3 is preceded by: and judging whether the remaining green light time of the vehicle is greater than the preset minimum vehicle green light time, if so, executing the next step, and if not, keeping the vehicle green light.
4. The signal lamp control method according to claim 1, wherein the step S3 specifically includes
Calculating pedestrian passing time according to the number of pedestrians in the queuing area, and calculating total time saved by the pedestrians according to the pedestrian passing time;
the number of passengers in the VCA area is calculated according to the set of vehicles in the VCA area, and the total time delay of the passengers is calculated according to the number of the passengers in the VCA area.
5. The signal lamp control method as claimed in claim 4, further comprising S5, wherein S5 specifically comprises
Judging whether the pedestrian passing time is greater than the preset minimum pedestrian passing time or not, if so, stopping the yellow light of the current vehicle, and turning to the green light of the vehicle; if not, the pedestrian passing time is equal to the minimum pedestrian passing time, the yellow light of the current vehicle is stopped, and the vehicle is turned to the green light.
6. A control system of a signal lamp is characterized by comprising
The system comprises an acquisition module, a processing module and a processing module, wherein the acquisition module is used for acquiring information to be processed, and the data to be processed comprises the number of pedestrians in a queuing area and a set of vehicles in a VCA area;
the acquisition module is used for acquiring the state information of the signal lamp;
the computing module is used for computing the total pedestrian saving time and the total passenger delay time according to the data to be processed;
the first judgment module is used for judging whether the total pedestrian saving time is greater than the total passenger delay time or not;
and the sending module is used for sending the control command to the signal lamp.
7. The signal lamp control system according to claim 6, further comprising a second determination module, wherein the second determination module is configured to determine whether the remaining green time of the vehicle is greater than a preset minimum green time of the vehicle.
8. The signal lamp control system according to claim 7, further comprising a third determination module, wherein the third determination module is configured to determine whether the pedestrian passing time is greater than a preset minimum pedestrian passing time.
Priority Applications (1)
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