CN103578281B

CN103578281B - A kind of main line of communication signal lamp optimal control method and device

Info

Publication number: CN103578281B
Application number: CN201210272516.2A
Authority: CN
Inventors: 付强; 王景成; 董振江; 苗浩轩; 罗圣美; 胡霆; 赵广磊
Original assignee: ZTE Corp
Current assignee: ZTE Corp
Priority date: 2012-08-02
Filing date: 2012-08-02
Publication date: 2015-10-21
Anticipated expiration: 2032-08-02
Also published as: CN103578281A; WO2014019461A1

Abstract

The invention discloses a kind of main line of communication signal lamp optimal control method and device, described method comprises: system subdivision step, the vehicle flowrate of major trunk roads is sailed and sails out of into based on three grades of roads each between the major trunk roads Adjacent Intersections collected in advance, revise vehicle pass-through speed and the vehicle flowrate of major trunk roads between Adjacent Intersections, and the degree of association calculated between Adjacent Intersections, and the crossing on major trunk roads is divided into subsystem according to the degree of association; Subsystem processes step, the cycle of computing subsystem and the split of each crossing, obtain green ripple controling parameters; Green ripple rate-determining steps, utilize the green ripple controling parameters obtained, the subsystem degree of association being more than or equal to setting value I2 carries out green ripple control.All crossings on urban transportation major trunk roads are divided into subsystem according to the degree of association to each other and process by the present invention, to reach the effect that green ripple controls, thus improve the split of traffic intersection, enable most of vehicle pass through green wave band.

Description

Traffic trunk signal lamp optimization control method and device

Technical Field

The invention relates to the field of urban traffic road control, in particular to a traffic trunk signal lamp optimization control method and device.

Background

At present, the problem of road congestion becomes a prominent problem facing urban traffic, and many experts in the industry focus on ITS (intelligent transportation), and hope to relieve urban congestion through ITS. The green wave coordination system is an important means for improving traffic efficiency and relieving congestion of the ITS.

The green wave coordination system is one of ITS core systems. The urban intersection signal green wave control refers to coordination control among a plurality of continuous intersection traffic signals in a main road. The purpose is to enable vehicles running at the intersection under the coordination control of the main road to pass through each intersection in the coordination control system without meeting red light or less meeting red light. From the light color of each intersection of the controlled main road, the green light advances like a wave to form a green wave, and the traffic signal coordination control mode is 'green wave band' control.

At present, when urban traffic trunk road green wave control is carried out in China, control is mostly carried out only for a single intersection, or only a plurality of intersections close to each other (mostly less than 800 meters) are comprehensively considered. However, in the case where there are a large number of intersections on a single main line, it is not always possible to achieve a good effect by performing green wave coordination control on all the intersections alone, and the influence between adjacent intersections is not always determined by the distance between the intersections, but is also closely related to the traffic situation. Therefore, when the green wave control is carried out on the main road, the association degree among all the intersections is reasonably calculated, and the intersections on the main road are divided into subsystems according to the association degree to carry out green wave control.

In addition, when performing coordinated control of a plurality of intersections, it is necessary to unify the cycle of each intersection. When the period and the green signal ratio of each intersection are calculated, empirical formulas are mostly adopted Wherein, L is the loss time in a period, such as the vehicle starting loss time, n is the total phase number of a crossing, i is the ith phase, y_i,y_iThe flow rate ratio on the 1 st, 2 nd, … th inlet duct in the i-th phase is. For example, if the 1 st phase is a north-south straight-going phase, the saturation flow is 1800, the south inlet traffic flow is 450, the north inlet traffic flow is 540, and y is₁450/1800=0.25, y₁' 540/1800=0.3, then max [ y [)₁,y₁′]And = 0.3. The calculation method is not accurate enough, so that a good effect cannot be obtained when the green wave control is carried out on the urban main road. When the period to green signal ratio of each intersection is calculated, all indexes influencing the control effect are comprehensively considered, and the period to green signal ratio of the intersection is calculated by adopting a reasonable method.

In addition, when bidirectional green wave control is performed on the urban main road, it is often assumed that the traffic flow of the upstream traffic is equal to the traffic flow of the downstream traffic. In actual life, the flow of the uplink traffic flow and the flow of the downlink traffic flow are often different and even greatly different, and the control effect of the main road is affected at this time. When bidirectional green wave control is carried out on the urban main road, the constraint conditions of the unbalance of the uplink traffic flow and the downlink traffic flow and the bidirectional green wave control phase difference are fully considered.

In summary, it can be seen that the existing traffic trunk signal light control method has various drawbacks, and how to solve the drawbacks becomes a technical problem to be urgently solved at present.

Disclosure of Invention

The invention provides a traffic trunk signal lamp optimal control method and device, which are used for solving the problem that a trunk signal lamp cannot be effectively controlled in the prior art.

In order to solve the technical problems, the technical scheme adopted by the invention is as follows:

in one aspect, the invention provides a traffic trunk signal lamp optimization control method, which comprises the following steps:

correcting the vehicle passing speed and the vehicle flow of a main road between adjacent intersections of the main road based on the pre-acquired vehicle flow of each three-level road between the adjacent intersections of the main road into and out of the main road, calculating the association degree I between the adjacent intersections by using the corrected data, and performing subsystem division on each intersection on the main road in a set association degree range; the three-level road is an intersection which is connected with the main road and is not provided with a detection coil, and the association degree range comprises: 0<I is less than or equal to a set low-correlation threshold value I₁、I₁<I<Set high correlation threshold I₂、I₂≤I<1;

Calculating the period and the split ratio of each intersection in each subsystem, setting the period of each subsystem by using a preset subsystem period setting strategy based on the calculated period, and determining the green time of each intersection according to the subsystem period and the split ratio of each intersection in the subsystem;

for a range of relevance of I₂≤I<1, correcting the vehicle passing speed and the vehicle flow of the main road between adjacent intersections by using the vehicle flow of each three-level road between the adjacent intersections, calculating the phase difference of two-way green waves by using the corrected data, and calculating the association degree range I by using the phase difference₂≤I<1, performing bidirectional green wave control at the green light starting time interval between two adjacent intersections in the subsystem.

Further, the method of the present invention further comprises: after a preset specific time, recalculating the association degree between adjacent intersections based on the road data of the main road collected by each subsystem, and performing subsystem division on each intersection on the main road again in a set association degree range.

On the other hand, the invention also provides a traffic trunk signal lamp optimization control device, which comprises:

the system comprises a subsystem division module, a data processing module and a data processing module, wherein the subsystem division module is used for correcting the vehicle passing speed and the vehicle flow of a main road between adjacent intersections of the main road based on the vehicle flow of each three-level road between the adjacent intersections of the main road, which is acquired in advance, entering and leaving the main road, calculating the association degree I between the adjacent intersections by using the corrected data, and performing subsystem division on each intersection on the main road according to a set association degree range; the three-level road is an intersection which is connected with the main road and is not provided with a detection coil, and the association degree range comprises: 0<I is less than or equal to a set low-correlation threshold value I₁、I₁<I<Set high correlation threshold I₂、I₂≤I<1;

The parameter calculation module is used for calculating the period and the split of each intersection in each subsystem, setting the period of each subsystem by utilizing a preset subsystem period setting strategy based on the calculated period, and determining the green time of each intersection according to the subsystem period and the split of each intersection in the subsystem;

a green wave control module for controlling the correlation degree range to be I₂≤I<1, correcting the vehicle passing speed and the vehicle flow of the main road between adjacent intersections by using the vehicle flow of each three-level road between the adjacent intersections, calculating the phase difference of two-way green waves by using the corrected data, and calculating the association degree range I by using the phase difference₂≤I<1, performing bidirectional green wave control at the green light starting time interval between two adjacent intersections in the subsystem.

Further, the device of the present invention further comprises:

and the detection and adjustment module is used for triggering the subsystem division module to recalculate the association degree between each adjacent intersection based on the road data of the main road collected by each subsystem after a preset specific time, and performing subsystem division on each intersection on the main road again within a set association degree range.

Compared with the prior art, the invention has the following beneficial effects:

the method and the device divide all intersections on the urban traffic main road into subsystems according to the correlation degree of the intersections for processing so as to achieve the effect of green wave control, thereby improving the green signal ratio of traffic intersections, reducing the average waiting time and the waiting vehicle length of the intersections, coordinating the green wave bands on roads and enabling most vehicles to pass through the green wave bands.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.

Fig. 1 is a flowchart of a traffic trunk signal lamp optimization control method according to an embodiment of the present invention;

fig. 2 is another flowchart of a traffic trunk signal lamp optimization control method according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of four-phase release at an intersection according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of the sub-system division according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a control mode of the method according to the embodiment of the present invention;

fig. 6 is a block diagram of a traffic trunk signal lamp optimization control device according to an embodiment of the present invention.

Detailed Description

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Method embodiment

The embodiment of the invention provides a traffic trunk signal lamp optimization control method, as shown in fig. 1, comprising the following steps:

step S101, based on the traffic flow of each three-level road between adjacent intersections of a main road, which is acquired in advance, entering and leaving the main road, correcting the vehicle passing speed parameter and the traffic flow parameter of the main road between the adjacent intersections, calculating the association degree I between the adjacent intersections by using the corrected data, and performing subsystem division on each intersection on the main road according to the set association degree range; the association degree range includes: 0<I is less than or equal to a set low-correlation threshold value I₁、I₁<I<Set high correlation threshold I₂、I₂≤I<1, wherein I₁、I₂Is a preset association degree range value.

In this step, the tertiary road is an intersection which is connected with the main road and is not provided with a detection coil.

Specifically, the embodiment of the present invention provides a concept of three-level roads, in which a plurality of t-junctions or intersections intersecting with a trunk line may exist between two adjacent signal lamp intersections, and these roads are generally not provided with signal lamps and detection coils due to a small number of lanes, a small average traffic flow, and the like, and in signal lamp adjustment in an off-peak time period, a small amount of traffic flow error has a small influence on an error of signal lamp parameter configuration, but in a peak time period, an instantaneous traffic flow of these roads may suddenly increase, and an increase in the traffic flow is generally unidirectional, so that a large influence may be exerted on the traffic flow of the trunk line. The effect of the traffic on these roads should therefore be taken into account during the two peak hours within 24 hours in order to increase the accuracy of the green wave control.

Further, in step S101, based on the traffic flow of each three-level road between adjacent intersections entering and leaving the main road, correcting the vehicle passing speed parameter and the traffic flow parameter of the main road between adjacent intersections, specifically including:

correcting the vehicle passing speed v of a main road between adjacent intersections to be v/(1 +)_total)；

The flow of the lower and upper vehicles of the main road between adjacent intersections is corrected as follows:and

the maximum inflow nq of upstream intersections in the downstream and upstream directions between adjacent intersections_maxThe correction is as follows: (n + bk) q_{Lower max}And (n + bk) q_{Go up max}(ii) a Wherein q is_{Lower max}=max[q_{1 is under}，...q_{n is lower}，bq_{1 part in a small scale}，...，bq_{Small k is lower}]；q_{Go up max}=max[q_{1 to}，...q_{n is on}，bq_{On small 1}，..，bq_{On small k}]；

Wherein v is the average speed of vehicle passing between adjacent intersections,is the total influence factor of all three-level roads between adjacent intersections, M is the type number of the three-level roads divided in advance, M is the number of the jth three-level roads,_jthe ratio of the traffic flow of the jth class three-level road to the traffic flow of the main road in a specific time, q_{r is below}For phase r from upstream junction to downstream junctionFlow rate of the port, q_{r is on}For flow from the downstream junction at phase r into the upstream junction, q_{1 part in a small scale}，...，q_{Small k is lower}For the flow from each third level of the road upstream into the downstream intersection, q_{On small 1}，...，q_{On small k}The flow rate of each downstream three-level road flowing into the upstream intersection is determined, k is the number of the upstream or downstream three-level roads connected with the main road between adjacent intersections, n = the intersection phase number-1 in a symmetrical release mode at the intersection,

further, in step S101, the corrected data is used to calculate the association degree I between adjacent intersections, including the downlink association degree I_{Lower part}And degree of association I of uplink_{On the upper part}Wherein:

d_i，i+1the distance between adjacent intersections i and i +1, l is the average queuing length of downstream intersections in the adjacent intersections, and delta t is the time loss caused by the actual conditions of roads.

Further, in step S101, performing subsystem division on each intersection on the main road according to the set association degree range, specifically including:

enabling the uplink and downlink relevance degrees of adjacent intersections on the main road to be less than or equal to a preset low relevance degree threshold value I₁The intersections are all independently divided into subsystems;

will be described inThe ascending and descending relevance degrees of adjacent intersections on the main road are both greater than or equal to a preset high relevance threshold I₂Each intersection is divided into a subsystem;

enabling the ascending and/or descending association degree of adjacent intersections on the main road to be larger than I₁Is less than I₂The intersections are all independently divided into a subsystem.

Preferably, in the set association degree range, I₁Equal to 0.2, I₂Equal to 0.5.

Step S102, calculating the period and the split of each intersection in each subsystem, setting the period of each subsystem by utilizing a preset subsystem period setting strategy based on the calculated period, and determining the green time of each intersection according to the subsystem period and the split of the intersections in the subsystems;

preferably, in step S102, the period and the split between the intersections of the main road are calculated by solving an objective optimization function:

the constraint conditions for solving are as follows:g_r，min≤g_r≤g_r，max，0.7≤x_r≤0.9；

wherein T is the period of the intersection, g_rThe green signal ratio of the r-th phase at the intersection, d_rDelay time of the r-th phase, H_rAverage number of times of vehicle stop for phase r, x_rIs the r-th phase saturation, T_min、T_maxRespectively a predetermined minimum and maximum period, q_rThe r-th phase of the traffic flow, g_r，min、g_r，maxRespectively the minimum value and the maximum value of the preset r phase green light effective time, L is the total loss time in one period, n +1 is the phase number of the intersection, 0<k₁,k₂<1，k₁+k₂=1，k₁,k₂The average delay time of the intersection and the average stopping times of the intersection are respectively weighted.

Wherein,L_sfor starting lost time, if no measured data exists, taking 3s generally; a is the duration of the yellow light, which can be set as 3 s; i' is the green light interval time; k is the number of green light intervals in a cycle.

Further, in step S102, setting a period of each subsystem by using a preset subsystem period setting policy based on the calculated period specifically includes:

for the association degree range of 0<I≤I₁The subsystem sets the calculated period of the intersection in the subsystem as the period of the subsystem;

for a range of relevance of I₂≤I<1, setting the maximum period of the periods of all intersections in the subsystem obtained by calculation as the period of the subsystem;

for a range of relevance of I₁<I<I₂Whether the subsystem is associated with the association degree range I or not is judged₂≤I<1, if the subsystems are adjacent, setting the association degree range as I₁<I<I₂Has a period and a certain degree of correlation range I with the adjacent sub-system₂≤I<1 are the same; and if not, setting the calculated period of the intersection in the subsystem as the period of the subsystem.

Step S103, for the association degree range I₂≤I<1, correcting the vehicle passing speed parameter and the vehicle flow parameter of the main road between adjacent intersections by using the vehicle flow of each three-level road between the adjacent intersections, calculating the phase difference of two-way green waves by using the corrected data, and calculating the association degree range I by using the phase difference₂≤I<1, performing bidirectional green wave control at the green light starting time interval between two adjacent intersections in the subsystem.

Further, in step S103, the phase difference of the bidirectional green wave calculated by using the corrected data is:

uplink green wave phase difference:

<math> <mrow> <msub> <mi>θ</mi> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msub> <mrow> <mo>(</mo> <mi>t</mi> <mo>)</mo> </mrow> <mo>=</mo> <mi>α</mi> <mo>[</mo> <mfrac> <msub> <mi>d</mi> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msub> <mrow> <mi>v</mi> <mo>/</mo> <mrow> <mo>(</mo> <mn>1</mn> <mo>+</mo> <msub> <mi>δ</mi> <mi>total</mi> </msub> <mo>)</mo> </mrow> </mrow> </mfrac> <mo>-</mo> <msub> <mi>Q</mi> <mrow> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msub> <mrow> <mo>(</mo> <mi>t</mi> <mo>-</mo> <mn>1</mn> <mo>)</mo> </mrow> <mi>s</mi> <mo>]</mo> <mo>;</mo> </mrow> </math>

downlink green wave phase difference:

<math> <mrow> <msub> <mi>θ</mi> <mrow> <mi>i</mi> <mo>+</mo> <mn>1</mn> <mo>,</mo> <mi>i</mi> </mrow> </msub> <mrow> <mo>(</mo> <mi>t</mi> <mo>)</mo> </mrow> <mo>=</mo> <mi>β</mi> <mo>[</mo> <mfrac> <msub> <mi>d</mi> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msub> <mrow> <mi>v</mi> <mo>/</mo> <mrow> <mo>(</mo> <mn>1</mn> <mo>+</mo> <msub> <mi>δ</mi> <mi>total</mi> </msub> <mo>)</mo> </mrow> </mrow> </mfrac> <mo>-</mo> <msub> <mi>Q</mi> <mi>i</mi> </msub> <mrow> <mo>(</mo> <mi>t</mi> <mo>-</mo> <mn>1</mn> <mo>)</mo> </mrow> <mi>s</mi> <mo>]</mo> <mo>;</mo> </mrow> </math>

wherein Q is_i+1(t-1)=max[0,Q_i+1(t-2)+Q_i，i+1(t-2)-P_i，i+1(t-1)]The traffic flow Q of the i +1 th intersection stopping, queuing and waiting due to red light in the t-1 th period_i+1(t-2) traffic flow rate of queued waiting at t-2 th cycle, Q_i，i+1(t-2) represents the traffic flow which leaves the intersection i and reaches the intersection i +1 in the t-2 th period, P_i，i+1(t-1) is the number of vehicles leaving the intersection i and passing through the intersection i +1 without stopping in the t-1 period, s is the head time distance of the vehicles leaving the intersection, and 0<α,β<1, alpha + beta =1, alpha, beta are weight factors of the phase difference of the green wave of the upper and lower lines, respectively, d_i，i+1Is the distance between adjacent intersections.

Further, in step S103, the correlation range is calculated as I by using the phase difference₂≤I<1, the green light starting time interval between two adjacent intersections in the subsystem is as follows:

solving a bidirectional green wave optimization objective function: f = min [ Q [ ]_i(t+1),Q_i+1(t+1)]；

The constraint conditions for solving are as follows: theta_i，i+1(t)+θ_i+1，i(T) = T; wherein T is the period of the subsystem.

Preferably, the method of this embodiment further includes:

and step S104, after a preset specific time, recalculating the association degree between adjacent intersections based on the road data of the main road collected by each subsystem, and performing subsystem division on each intersection on the main road again in a set association degree range.

The method provided by the embodiment of the present invention is further described in detail with reference to fig. 2 to 5, and as shown in fig. 2, the method specifically includes:

step 1, data acquisition

The method comprises the steps of obtaining relevant data information of the urban traffic main road, such as data including intersection number, distance between intersections, past traffic flow data and the like of the main road, and three-level road data connected with the main road.

In this embodiment, each intersection is set as a four-phase intersection, as shown in fig. 3, including: a first phase: the east-west inlet moves straight and turns right; second phase: turning left at the north and south; the third phase: the south and north import go straight and turn right; and a fourth phase: the east-west inlet turns left.

Step 2, calculating the association degree between adjacent intersections by using the acquired data;

specifically, when there are a large number of intersections on one main road, it may not be possible to achieve a good effect by performing green wave coordination control on all the intersections, and when the distance between adjacent intersections is too long, or traffic flow differs greatly due to the influence of conditions such as surrounding roads, and the like, it is necessary to consider the degree of association between the intersections to perform area division on the main road, thereby performing green wave coordination control more effectively.

The relevance refers to the description of the characteristic that whether coordination control is needed between adjacent signalized intersections or not, and is used for judging whether the urban roads need coordination control or not. The relevance research has very important significance for improving traffic efficiency and preventing and relieving urban traffic jam. If the influence of other factors on the relevance is not considered, the greater the flow on the road section, the greater the relevance is, because the number of times of parking and delay of the vehicle at the intersection are rapidly increased along with the continuous increase of the flow level on the road section, and the coordination benefit of the coordination control is increased. The smaller the length of the road section, the greater the relevance, among other things, because the dispersion occurs during the travel of the vehicle fleet over the road section as a result of the pinch at the signalized intersection, and the dispersion increases with increasing distance traveled by the vehicle fleet.

An existing specific model for calculating the road segment association degree is as follows:

in the formula, I is the correlation degree between intersection connecting lines, t is the travel time of the vehicle between two intersections, and q is_maxMaximum inflow at the upstream intersection, q_rFor flow from the upstream junction phase r into the downstream junction,n is the sum of the traffic volumes of the upstream intersection to the downstream intersection, n is the number of phases of the intersection minus 1, and for a crossroad, n =3,d_i，i+1the distance between the ith crossroad and the (i + 1) th crossroad, the average queuing length of the downstream crossroad, the average speed of the vehicles passing between the two crossroads, and the time loss caused by the actual condition of the road (such as the time loss caused by crossroads between the crossroads) can be obtained by analyzing the actual condition of the road.

However, considering the influence of the three-level roads on the traffic flow and the average speed of the main road, the formula needs to be modified to adapt to complex traffic environments, for example, on lotus roads, the distance between some crossroads is within 800 meters, but the discrete action on the fleet is very obvious because of too many branch roads in the road section, and the fleet should not be divided into the same sub-area. According to the number of traffic flows of each bifurcation junction, the influence on a main road is different, so that each three-level road of different types has a corresponding influence factor, and the embodiment of the invention establishes the corresponding relation of the influence factors as shown in the table I for a typical bifurcation junction:

watch 1

Three-level road type	Influencing factor
		Residential area	δ_hourse
Factory	δ_fac
		Commercial district	δ_center
Others	δ_other

Wherein, 0<_hourse,_fac,_center,_other<1。

The influence factor is determined by the traffic flow of the intersection, the traffic flow of the road and the traffic flow of the main road can be counted in a specific time t, and the calculation formula is as follows:

wherein j is the type of the three-level road,in a specific time t, the traffic flow of the jth class three-level road between adjacent intersections i and i +1,the traffic flow of the main road between adjacent intersections i and i +1 in a specific time t is shown.

In order to effectively reflect the road traffic change relationship, the value of t is not too large, but t is not too small in order to ensure that the data can resist short-time interference. The relation between the two is balanced, and t is more suitable to be more than or equal to 600s and less than or equal to 1200 s. The four types of roads on the road section are respectively provided with m₁、m₂、m₃、m₄A strip of which m₁+m₂+m₃+m₄K, k is the total number of three-level roads in the road section, so that the total influence factor is obtained as follows:

_total=m₁ _hourse+m₂ _fac+m₃ _center+m₄ _other

due to the presence of the three-level road, the speed is slowed down, so the actual average vehicle speed should be approximated as:

<math> <mrow> <mover> <mi>v</mi> <mo>&OverBar;</mo> </mover> <mo>=</mo> <mfrac> <mi>v</mi> <mrow> <mn>1</mn> <mo>+</mo> <msub> <mi>δ</mi> <mi>total</mi> </msub> </mrow> </mfrac> </mrow> </math>

meanwhile, the traffic flow on the main road is also influenced by the three-level road, but under the condition of general traffic, the number of vehicles entering the main road and leaving the main road from the three-level road is approximately equal, so the influence of the traffic flow can not be considered. However, at special times such as rush hour, traffic flow shows a situation that a lot of traffic flows into the main road from the third-level road or a lot of traffic flows into the third-level road from the main road, and at this time, the influence factor must be considered. The flow equation over the unidirectional green band is thus modified as follows:

<math> <mrow> <msub> <mi>Q</mi> <mi>total</mi> </msub> <mo>=</mo> <mrow> <mo>(</mo> <mn>1</mn> <mo>+</mo> <mi>a</mi> <msub> <mi>δ</mi> <mi>total</mi> </msub> <mo>)</mo> </mrow> <munderover> <mi>Σ</mi> <mrow> <mi>r</mi> <mo>=</mo> <mn>1</mn> </mrow> <mi>n</mi> </munderover> <msub> <mi>q</mi> <mi>r</mi> </msub> </mrow> </math>

wherein a is a parameter, and a =0 in the case of general traffic; when the vehicle largely floods the main road from the third-level road, a = 1; when vehicles enter the third-level road from the main road in a large amount, a = -1. Wherein the "flooding in" and "flooding out" generally correspond to early peak and late peak hours. Specific cities can be summarized according to the city traffic flow and saturation change curve graphs to obtain specific early peak and late peak periods. Taking a city as an example, the morning peak and the evening peak usually occur at 7: 00-8: 30 in the morning and 16: 30-18: 00 in the afternoon.

The relevance formula is thus rewritten as follows:

<math> <mrow> <mi>I</mi> <mo>=</mo> <mfrac> <mn>0.5</mn> <mrow> <mn>1</mn> <mo>+</mo> <mfrac> <mrow> <mrow> <mo>(</mo> <msub> <mi>d</mi> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msub> <mo>-</mo> <mi>l</mi> <mo>)</mo> </mrow> <mrow> <mo>(</mo> <mn>1</mn> <mo>+</mo> <msub> <mi>δ</mi> <mi>total</mi> </msub> <mo>)</mo> </mrow> </mrow> <mi>v</mi> </mfrac> <mo>+</mo> <mi>Δt</mi> </mrow> </mfrac> <mo>[</mo> <mfrac> <mrow> <mrow> <mo>(</mo> <mi>n</mi> <mo>+</mo> <mi>bk</mi> <mo>)</mo> </mrow> <msub> <mi>q</mi> <mi>max</mi> </msub> </mrow> <mrow> <mrow> <mo>(</mo> <mn>1</mn> <mo>+</mo> <mi>a</mi> <msub> <mi>δ</mi> <mi>total</mi> </msub> <mo>)</mo> </mrow> <munderover> <mi>Σ</mi> <mrow> <mi>r</mi> <mo>=</mo> <mn>1</mn> </mrow> <mi>n</mi> </munderover> <msub> <mi>q</mi> <mi>r</mi> </msub> </mrow> </mfrac> <mo>-</mo> <mn>1</mn> <mo>]</mo> </mrow> </math>

in the formula, k is the number of three-level roads connected with a main road between adjacent intersections, b is a parameter, and when a large amount of vehicles flow into the main road from the three-level roads, b = 1; in general traffic situations and when a vehicle enters a three-level road in a large amount from a main road, b is 0.

For the four-phase green wave coordination control system introduced in the embodiment of the present invention, since the right turn phase is not separately set, the actual flow rate may not be directly detected (for example, when the straight-going and right turn share one lane), so when the direct detection is possible,directly obtaining the flow q of each downlink phase_{1 is under}、q_{2 at the bottom}、q_{3 is below}When the traffic flow can not be directly detected, when the traffic flow descends to the (i + 1) th crossroad from the ith crossroad, the calculation mode of each actual flow is as follows:

q_{1 is under}=q_{1 West}×（1-₁)

q_{2 at the bottom}=q_{2 North}

q_{3 is below}=q_{3 south}×

In the formula, q_{1 is under}、q_{2 at the bottom}、q_{3 is below}Actual downlink flow rates of a first phase, a second phase and a third phase (see fig. 3) when descending from the ith crossroad to the (i + 1) th crossroad, q_{1 West}The traffic flow of the west inlet straight-going and right-turning phase of the upstream crossroad,_{1 West}The ratio of the right-turn traffic flow to the west-imported straight-going and right-turn phase traffic flow, q_{2 North}Is the left-turn phase vehicle flow q of the north inlet of the upstream crossroad_{3 south China}The traffic flow of the south inlet straight-going and right-turning phase at the upstream crossroad,_{3 south China}The ratio of the right-turn traffic flow in the south-entry straight-going and right-turn phase traffic flow is shown. Above parameter, q_{1 West}、q_{2 North}、q_{3 south China}Can be detected by a ground induction coil and can be detected by the ground induction coil,_{1 West}、_{3 south China}Can be obtained by analyzing and calculating the acquired past data.

If the traffic flow of the p tertiary road connected with the main road is q_{Small p}P =1,.. k, then:

the calculation method of the relevance of the downlink road segment is as follows:

1) if all actual flows can be directly detected:

2) if the actual right turn flow cannot be directly detected:

similarly, when the vehicle travels from the i +1 th crossroad to the i th crossroad, if the actual flow cannot be directly detected, the actual flow calculation method is as follows:

q_{1 to}=q_{1 east}×（1-₁)

q_{2 shangnan (a Chinese character)}＝q₂

q_{3 upper 3 north}＝q×

In the formula, q_{1 to}，q_{2 to}，q_{3 to}The actual upstream flow rates of the first phase, the second phase and the third phase (see fig. 3) when the flow rate goes from the i +1 th crossroad to the i th crossroad, q_{1 east}The traffic flow of the downstream crossroad east inlet straight-going and right-turning phase,_{1 east}The proportion of the right-turn traffic flow in the east-entry straight-going and right-turn phase traffic flow q_{2 nan}The left-turn phase traffic flow q of the south inlet of the downstream crossroad_{3 North}The traffic flow of the downstream crossroad in the north-inlet straight-going and right-turning phase,_{3 North}The ratio of the right-turn traffic flow to the north-entry straight-going and right-turn phase traffic flow. Above parameter, q_{1 east}、q_{2 nan}、q_{3 North}Can be detected by a ground induction coil and can be detected by the ground induction coil,_{1 east}、_{3 North}Can be obtained by analyzing and calculating the acquired past data.

The calculation method of the uplink section association degree is as follows:

1) if all actual flows can be directly detected:

2) if the actual right turn flow cannot be directly detected:

step 3, setting a relevance range, and performing subsystem division on each road junction on the main road by using the set relevance range;

specifically, after association degree data of each intersection on the main road are obtained through calculation, the intersections with the association degree being more than or equal to 0.5 (uplink and downlink) are divided into subsystems for signal coordination control; the intersections with the relevance degree less than or equal to 0.2 are separately divided into subsystems to be controlled separately; intersections with the relevance degrees of more than 0.2 and less than 0.5 are divided into subsystems for independent control, and then the division of the subsystems is adjusted according to the subsequent traffic conditions, wherein the specific division is shown in fig. 4.

Step 4, calculating the period and the green signal ratio of the subsystem

Firstly, all crossroads on the main road are considered separately, and the reasonable period and the green-to-noise ratio of each crossroad are calculated by integrating the indexes of delay time, parking times, traffic capacity, saturation and the like.

The solved objective optimization function is:

the constraint conditions for solving are as follows:

g_r,min≤g_r≤g_r，max

0.7≤x_r≤0.9

wherein d is_rDelay time of the r-th phase, H_rAverage number of times of vehicle stop for phase r, x_rIs the r-th phase saturation, T_min、T_maxRespectively a predetermined minimum and maximum period, q_rThe r-th phase of the traffic flow, g_r，min、g_r，maxRespectively the minimum value and the maximum value of the preset r phase green light effective time, L is the total loss time in one period, 0<k₁,k₂<1，k₁+k₂=1，k₁,k₂The average delay time of the intersection and the average stopping times of the intersection are respectively weighted.

The determination method of the subsystem period and the green signal ratio is given as follows:

1. the subsystem formed by the intersections with the relevance degree less than or equal to 0.2 can use the optimization result of the period and the split green ratio obtained by min f (T, g) for controlling the subsystem because only one intersection is included;

2. the subsystems formed by intersections with the relevance degree of more than or equal to 0.5 need to be unified in period because the subsystems comprise a plurality of intersections. Taking the maximum period in the intersections as the period of the subsystem, taking the green ratio of each intersection as the optimization result of min f (T, g), and compensating the green time of each phase in proportion;

3. the subsystems formed by intersections with the association degrees of more than 0.2 and less than 0.5 can change along with the change of the traffic conditions, and the intersection can form a new subsystem with other intersections. Therefore, for the type of subsystem, it is necessary to determine whether the association degree range of the subsystem adjacent to the type of subsystem is 0.5 ≤ I <1, if yes, the period of the subsystem with the association degree range of 0.2 ≤ I <0.5 is set to be the same as the period of the adjacent subsystem with the association degree range of 0.5 ≤ I < 1; and if not, setting the calculated period of the intersection in the subsystem as the period of the subsystem. And (3) the green signal ratio of each intersection is the optimization result of min f (T, g), and the green light time of each phase is compensated in proportion.

Step 5, bidirectional green wave control of the subsystem

Since a subsystem comprising only one crossroad can be controlled individually, only a subsystem comprising a plurality of crossroads will now be discussed.

Assume that the subsystem has M intersections. C_iRepresenting the ith intersection, assuming the coordinated phase as the east-west straight-going phase, from C_iTo C_i+1Defined as the down-line, with the phase difference in the t-th signal period being theta_i，i+1(t) denotes, analogously, from C_i+1To C_iDefined as the up-link, the phase difference in the t-th signal period being represented by θ_i+1，i(t) represents. In fact, in the straight-ahead traffic phase of the main road, the phase difference between the adjacent intersections i and i +1 in the t-th signal period satisfies the phase difference closing condition, that is, the following relationship holds:

θ_i，i+1(t)+θ_i+1，i(t)＝T

leave C_iDownstream arrival C_i+1Q for the flow rate of the vehicle_i，i+1(t), whose size is mainly composed of 3 traffic flows, can be formulated as follows:

leave C_i+1Uplink arrival C_iTraffic flow ofQ for measuring_i+1，i(t), whose size is mainly composed of 3 traffic flows, can be formulated as follows:

the two formulas only consider the condition that two intersections are directly associated, but the distribution condition of the road system in China is more complex at present, one or more three-level roads directly connected with urban traffic main roads often exist between the two intersections, and the three-level roads basically have no traffic lights to effectively regulate and control the three-level roads. However, these tertiary roads do have a certain influence on the traffic condition of the main road, and these influences not only simply change the traffic flow of the main road, but also, in combination with the concept of the influence factor proposed above, consider the influence of the tertiary roads on the main road, and can express the traffic flow as follows:

Q_i，i+1(t)=(1+a_total)[q_{1 is under}+q_{2 at the bottom}+q_{3 is below}]

Q_i+1,i(t)=(1+a_total)[q_{1 to}+q_{2 to}+q_{3 to}]

Let P_i，i+1(t) denotes the departure from C in the t-th cycle_iPassing through intersection C without stopping_i+1The number of vehicles of (1); p_i+1，i(t) denotes the departure from C in the t-th cycle_i+1Passing through intersection C without stopping_iThe number of vehicles.

The traffic flow in the t +1 th cycle that is parked and queued due to the red light can be expressed as:

Q_i(t+1)=max[0,Q_i(t)+Q_i+1，i(t)-P_i+1，i(t+1)]

Q_i+1(t+1)=max[0,Q_i+1(t)+Q_i，i+1(t)-P_i，i+1(t+1)]

when the two-way green wave exists, the phase difference has the following calculation formula:

downlink green wave:

<math> <mrow> <msub> <mi>θ</mi> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msub> <mrow> <mo>(</mo> <mi>t</mi> <mo>)</mo> </mrow> <mo>=</mo> <mi>α</mi> <mo>[</mo> <mfrac> <msub> <mi>d</mi> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msub> <mi>v</mi> </mfrac> <mrow> <mo>(</mo> <mn>1</mn> <mo>+</mo> <msub> <mi>δ</mi> <mi>total</mi> </msub> <mo>)</mo> </mrow> <mo>-</mo> <msub> <mi>Q</mi> <mrow> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msub> <mrow> <mo>(</mo> <mi>t</mi> <mo>-</mo> <mn>1</mn> <mo>)</mo> </mrow> <mi>s</mi> <mo>]</mo> </mrow> </math>

uplink green wave:

<math> <mrow> <msub> <mi>θ</mi> <mrow> <mi>i</mi> <mo>+</mo> <mn>1</mn> <mo>,</mo> <mi>i</mi> </mrow> </msub> <mrow> <mo>(</mo> <mi>t</mi> <mo>)</mo> </mrow> <mo>=</mo> <mi>β</mi> <mo>[</mo> <mfrac> <msub> <mi>d</mi> <mrow> <mi>i</mi> <mo>,</mo> <mi>i</mi> <mo>+</mo> <mn>1</mn> </mrow> </msub> <mi>v</mi> </mfrac> <mrow> <mo>(</mo> <mn>1</mn> <mo>+</mo> <msub> <mi>δ</mi> <mi>total</mi> </msub> <mo>)</mo> </mrow> <mo>-</mo> <msub> <mi>Q</mi> <mi>i</mi> </msub> <mrow> <mo>(</mo> <mi>t</mi> <mo>-</mo> <mn>1</mn> <mo>)</mo> </mrow> <mi>s</mi> <mo>]</mo> </mrow> </math>

in the formula, s represents the headway of the vehicle leaving at the intersection.

The two-way green wave optimization objective function is:

f=min[Q_i(t+1),Q_i+1(t+1)]

the constraint conditions are as follows:

θ_i，i+1(t)+θ_i+1,i(t)=T

the obtained phase difference is the time between the green lights of the adjacent crossroads.

Step 6, detecting and adjusting

After 5 system cycles, each subsystem returns the data acquired by the system to the control center, the control center re-determines the division condition of the subsystems according to the previous traffic condition, and allocates the green wave parameters of each subsystem of the main road, so as to achieve the purpose of green wave control of the urban traffic main road, as shown in fig. 5 specifically.

By using the control method provided by the embodiment of the invention, the intersection release mode is a four-phase release mode as shown in table two:

watch two

	First phase	Second phase	Third phase position	Fourth phase position
					East-west import is straight and is turned to the right	Green lamp	Red light	Red light	Red light
Left turn of north and south import	Red light	Green lamp	Red light	Red light
					South-north import execution and right turn	Red light	Red light	Green lamp	Red light
Left turn of east-west inlet	Red light	Red light	Red light	Green lamp

Device embodiment

As shown in fig. 6, an embodiment of the present invention provides a traffic trunk signal lamp optimization control apparatus, including: a subsystem division module 610, a parameter calculation module 620 and a green wave control module 630, and preferably further comprises a detection and adjustment module 640;

the subsystem division module 620 is configured to correct the vehicle passing speed and the vehicle flow rate of the main road between adjacent intersections of the main road based on the vehicle flow rates of the main road for entering and leaving of each three-level road between the adjacent intersections of the main road, which are acquired in advance, calculate the association degree I between the adjacent intersections by using the corrected data, and perform subsystem division on each intersection on the main road in a set association degree range; the three-level road is an intersection which is connected with the main road and is not provided with a detection coil, and the association degree range comprises: 0<I is less than or equal to a set low-correlation threshold value I₁、I₁<I<Set high correlation threshold I₂、I₂≤I<1;

The parameter calculation module 620 is used for calculating the period and the split of each intersection in each subsystem, setting the period of each subsystem by using a preset subsystem period setting strategy based on the calculated period, and determining the green time of each intersection according to the subsystem period and the split of each intersection in the subsystem;

a green wave control module 630 for setting the association degree range as I₂≤I<1, correcting the vehicle passing speed and the vehicle flow of the main road between adjacent intersections by using the vehicle flow of each three-level road between the adjacent intersections, calculating the phase difference of two-way green waves by using the corrected data, and calculating the association degree range I by using the phase difference₂≤I<1, performing bidirectional green wave control at the green light starting time interval between two adjacent intersections in the subsystem.

The detection and adjustment module 640 is configured to trigger the subsystem division module 610 to recalculate the association degree between each adjacent intersection based on the road data of the main road collected by each subsystem after a preset specific time, and perform subsystem division again on each intersection on the main road according to a set association degree range.

The following describes in detail how the device according to this embodiment implements optimized control of a traffic trunk signal lamp, and specifically includes:

the subsystem partitioning module 610 specifically includes:

a correction submodule 611 for correcting the vehicle passing speed v of the main road between adjacent intersections to v/(1 +)_total) (ii) a The flow of the lower and upper vehicles of the main road between adjacent intersections is corrected as follows:andthe maximum inflow nq of upstream intersections in the downstream and upstream directions between adjacent intersections_maxThe correction is as follows: (n + bk) q_{Lower max}And (n + bk) q_{Go up max}(ii) a Wherein q is_{Lower max}=max[q_{1 is under}，...q_{n is lower}，bq_{1 part in a small scale}，...，bq_{Small k is lower}]；q_{Go up max}=max[q_{1 to}，...q_{n is on}，bq_{On small 1}，...，bq_{On small k}]；

v is the average speed of vehicle traffic between adjacent intersections,is the total influence factor of all three-level roads between adjacent intersections, M is the type number of the three-level roads divided in advance, M is the number of the jth three-level roads,_jthe ratio of the traffic flow of the jth class three-level road to the traffic flow of the main road in a specific time, q_{r is below}For flow from the upstream junction at phase r into the downstream junction, q_{r is on}For flow from the downstream junction at phase r into the upstream junction, q_{1 part in a small scale}，..，q_{Small k is lower}From upstreamFlow of each three-level road into downstream intersection, q_{On small 1}，...，q_{On small k}The flow rate of each downstream three-level road flowing into the upstream intersection is determined, k is the number of the upstream or downstream three-level roads connected with the main road between adjacent intersections, n = the intersection phase number-1 in a symmetrical release mode at the intersection,

a sub-system division submodule 612 for dividing the uplink and downlink association degree ranges of adjacent intersections on the main road into 0<I≤I₁The intersections are all independently divided into subsystems; enabling the ascending and descending association degree range of adjacent intersections on the main road to be I₂≤I<1, dividing each intersection into a subsystem; setting the ascending and/or descending association degree range of adjacent intersections on the main road as I₁<I<I₂The intersection of (a) is divided into a subsystem.

Preferably, in the set range of the degree of association, I₁Equal to 0.2, I₂Equal to 0.5.

With respect to the parameter calculation module 620:

for the association degree range of 0<I≤I₁The subsystem sets the calculated period of the intersection in the subsystem as the period of the subsystem; for a range of relevance of I₂≤I<1, setting the maximum period of the periods of all intersections in the subsystem obtained by calculation as the period of the subsystem; for a range of relevance of I₁<I<I₂Whether the sub-system is adjacent to the sub-system with the relevance range of I is judged₂≤I<1, if yes, setting the association degree range as I₁<I<I₂Has a period and a certain degree of correlation range I with the adjacent sub-system₂≤I<1 are the same; if not, the calculated sonThe period of the intersection in the system is set as the period of the subsystem.

Further, the parameter calculation module 620 calculates the period and the green signal ratio of each intersection of the main road by solving the objective optimization function;

the objective optimization function is:

wherein d is_rDelay time of the r-th phase, H_rAverage number of times of vehicle stop for phase r, x_rIs the r-th phase saturation, T_min、T_maxRespectively a predetermined minimum and maximum period, q_rThe r-th phase of the traffic flow, g_r，min、g_r，maxRespectively the minimum value and the maximum value of the preset r phase green light effective time, L is the total loss time in one period, n +1 is the phase number of the intersection, 0<k₁,k₂<1，k₁+k₂=1，k₁,k₂The average delay time of the intersection and the average stopping times of the intersection are respectively weighted.

With respect to green wave control module 630:

the phase difference of the bidirectional green wave calculated by using the corrected data is as follows:

uplink green wave phase difference:

downlink green wave phase difference:

wherein,the traffic flow Q of the i +1 th intersection stopping, queuing and waiting due to red light in the t-1 th period_i+1(t-2) traffic flow rate of queued waiting at t-2 th cycle, Q_i，i+1(t-2) represents the traffic flow which leaves the intersection i and reaches the intersection i +1 in the t-2 th period, P_i，i+1(t-1) is the number of vehicles leaving the intersection i and passing through the intersection i +1 without stopping in the t-1 period, s is the head time distance of the vehicles leaving the intersection, and 0<α,β<1, weight factors of the phase difference of the uplink and downlink green waves, d_i，i+1Is the distance between adjacent intersections.

Further, the green wave control module 630 calculates the association degree range as I by solving the bidirectional green wave optimization objective function₂≤I<1, the time interval of green light starting between two adjacent intersections in the subsystem is as follows:

the bidirectional green wave optimization objective function is as follows: f = min [ Q [ ]_i(t+1),Q_i+1(t+1)]；

It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims

1. A traffic trunk signal lamp optimization control method is characterized by comprising the following steps:

correcting the vehicle passing speed and the vehicle flow of a main road between adjacent intersections of the main road based on the pre-acquired vehicle flow of each three-level road between the adjacent intersections of the main road into and out of the main road, calculating the association degree I between the adjacent intersections by using the corrected data, and performing subsystem division on each intersection on the main road in a set association degree range; the third-level road is connected with the main road and is not provided with a detection coilThe intersection, the relevance degree range includes: 0<I is less than or equal to a set low-correlation threshold value I₁、I₁<I<Set high correlation threshold I₂、I₂≤I<1；

2. The method according to claim 1, wherein the correcting the traffic speed and the traffic flow of the main road between the adjacent intersections based on the traffic flow of the three-level roads entering and leaving the main road between the adjacent intersections specifically comprises:

the maximum inflow nq of upstream intersections in the downstream and upstream directions between adjacent intersections_maxThe correction is as follows: (n + bk) q_{Lower max}And (n + bk) q_{Go up max}(ii) a Wherein q is_{Lower max}＝max[q_{1 is under}，...q_{n is lower}，bq_{1 part in a small scale}，...，bq_{Small k is lower}]；q_{Go up max}＝max[q_{1 to}，...q_{n is on}，bq_{On small 1}，...，bq_{On small k}]；

v is the average speed of vehicle traffic between adjacent intersections,is the total influence factor of all three-level roads between adjacent intersections, M is the type number of the three-level roads divided in advance, M is the number of the jth three-level roads,_jthe ratio of the traffic flow of the jth class three-level road to the traffic flow of the main road in a specific time, q_{r is below}For flow from the upstream junction at phase r into the downstream junction, q_{r is on}For flow from the downstream junction at phase r into the upstream junction, q_{1 part in a small scale}，...，q_{Small k is lower}For the flow from each third level of the road upstream into the downstream intersection, q_{On small 1}，...，q_{On small k}The flow rate of each downstream three-level road flowing into the upstream intersection is represented by k, the number of the three-level upstream or downstream roads connected with the main road between adjacent intersections is represented by n, which is the intersection phase number-1,

3. the method according to claim 1 or 2, wherein the sub-system division is performed on each intersection on the main road in a set association degree range, and specifically comprises:

enabling the range of the up and down relevance of adjacent intersections on the main road to be 0<I≤I₁The intersections are all independently divided into subsystems;

enabling the ascending and descending association degree range of adjacent intersections on the main road to be I₂≤I<1, dividing each intersection into a subsystem;

setting the ascending and/or descending association degree range of adjacent intersections on the main road as I₁<I<I₂The intersections are all independently divided into a subsystem.

4. The method of claim 3, wherein setting the period of each subsystem using a preset subsystem period setting strategy based on the calculated period specifically comprises:

for a range of relevance of I₁<I<I₂Whether the subsystem is associated with the association degree range I or not is judged₂≤I<1, if the subsystems are adjacent, setting the association degree range as I₁<I<I₂Has a period of I and a certain adjacent correlation range₂≤I<1 are the same; and if not, setting the calculated period of the intersection in the subsystem as the period of the subsystem.

5. The method according to claim 1 or 4, wherein the calculation of the period and the split between each intersection of the main road is performed by solving an objective optimization function:

the constraint conditions for solving are as follows:g_r,min≤g_r≤g_r,max，0.7≤x_r≤0.9；

wherein d is_rDelay time of the r-th phase, H_rAverage number of times of vehicle stop for phase r, x_rIs the r-th phase saturation, T_min、T_maxRespectively a predetermined minimum and maximum period, q_rThe r-th phase of the traffic flow, g_r,min、g_r,maxRespectively the minimum value and the maximum value of the preset r phase green light effective time, g represents the green signal ratio of the intersection, L is the total loss time in one period, n +1 is the phase number of the intersection, 0<k₁,k₂<1，k₁+k₂＝1，k₁,k₂The average delay time of the intersection and the average stopping times of the intersection are respectively weighted.

6. The method of claim 1, wherein the method further comprises: after a preset specific time, recalculating the association degree between adjacent intersections based on the road data of the main road collected by each subsystem, and performing subsystem division on each intersection on the main road again in a set association degree range.

7. A traffic trunk signal lamp optimization control device is characterized by comprising:

the system comprises a subsystem division module, a data processing module and a data processing module, wherein the subsystem division module is used for correcting the vehicle passing speed and the vehicle flow of a main road between adjacent intersections of the main road based on the vehicle flow of each three-level road between the adjacent intersections of the main road, which is acquired in advance, entering and leaving the main road, calculating the association degree I between the adjacent intersections by using the corrected data, and performing subsystem division on each intersection on the main road according to a set association degree range; the three-level road is an intersection which is connected with the main road and is not provided with a detection coil, and the association degree range comprises: 0<I is less than or equal to a set low-correlation threshold value I₁、I₁<I<Set high correlation threshold I₂、I₂≤I<1；

a green wave control module for controlling the correlation degree range to be I₂≤I<1, correcting the vehicle passing speed and the vehicle flow of the main road between the adjacent intersections by using the vehicle flow of each three-level road between the adjacent intersections, and calculating the phase difference of two-way green waves by using the corrected dataCalculating a correlation range of I using the phase difference₂≤I<1, performing bidirectional green wave control at the green light starting time interval between two adjacent intersections in the subsystem.

8. The apparatus of claim 7, wherein the subsystem partitioning module comprises:

a correction submodule for correcting the vehicle passing speed v of the main road between adjacent intersections to v/(1 +)_total) (ii) a The flow of the lower and upper vehicles of the main road between adjacent intersections is corrected as follows:andthe maximum inflow nq of upstream intersections in the downstream and upstream directions between adjacent intersections_maxThe correction is as follows: (n + bk) q_{Lower max}And (n + bk) q_{Go up max}(ii) a Wherein q is_{Lower max}＝max[q_{1 is under}，...q_{n is lower}，bq_{1 part in a small scale}，...，bq_{Small k is lower}]；q_{Go up max}＝max[q_{1 to}，...q_{n is on}，bq_{On small 1}，...，bq_{On small k}]；

9. the apparatus of claim 7 or 8, wherein the subsystem partitioning module further comprises:

a subsystem division submodule for dividing the uplink and downlink association degree ranges of adjacent intersections on the main road into 0<I≤I₁The intersections are all independently divided into subsystems; enabling the ascending and descending association degree range of adjacent intersections on the main road to be I₂≤I<1, dividing each intersection into a subsystem; setting the ascending and/or descending association degree range of adjacent intersections on the main road as I₁<I<I₂The intersection of (a) is divided into a subsystem.

10. The apparatus according to claim 9, wherein the parameter calculation module is specifically configured to calculate the correlation degree for a range of 0<I≤I₁The subsystem sets the calculated period of the intersection in the subsystem as the period of the subsystem; for a range of relevance of I₂≤I<1, setting the maximum period of the periods of all intersections in the subsystem obtained by calculation as the period of the subsystem; for a range of relevance of I₁<I<I₂Whether the subsystem is associated with the association degree range I or not is judged₂≤I<1, if the subsystems are adjacent, setting the association degree range as I₁<I<I₂Has a period and a certain degree of correlation range I with the adjacent sub-system₂≤I<1 are the same; if not, thenAnd setting the calculated period of the intersection in the subsystem as the period of the subsystem.

11. The device according to claim 7 or 10, wherein the parameter calculation module calculates the period and the split ratio of each intersection of the main road by solving an objective optimization function;

the objective optimization function is:

12. The apparatus of claim 7, wherein the apparatus further comprises: