CN106920403A - A kind of single-point self-adaptation control method based on array radar - Google Patents
A kind of single-point self-adaptation control method based on array radar Download PDFInfo
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- CN106920403A CN106920403A CN201710143813.XA CN201710143813A CN106920403A CN 106920403 A CN106920403 A CN 106920403A CN 201710143813 A CN201710143813 A CN 201710143813A CN 106920403 A CN106920403 A CN 106920403A
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
Abstract
The invention discloses a kind of single-point Adaptive Signal Control method based on array radar, intersection traffic signal adaptive control field is related generally to.The characteristics of present invention can detect vehicle location in entrance driveway, speed by new array radar detector, realizes dynamic prediction and the signal optimization of single traffic state at road cross, and scheme includes：Determine basis of signals scheme；Intersection initial queue length is detected according to array radar, initial green light time is calculated；Each entrance driveway information of vehicles is gathered, prediction reaches the time of stop line, judges state of the vehicle by stop line；Calculate the delay of each vehicle and stop frequency；Determine Phase-switching decision-making.The present invention uses array radar technology, and the real-time traffic states of single each entrance driveway of crossing accurately can be detected, carries out Self Adaptive Control, lifts the operational efficiency and service level of intersection traffic.
Description
Technical field
The present invention relates to the traffic signal control method of single crossing, and in particular to carry out list using array radar data
Point self-adapted control.
Background technology
Urban transport problems becomes increasingly conspicuous, particularly evident in intersection, and in ebb, green light utilization rate is not high, is handed over during peak
Prong congestion is serious.Current single-point control has fixed solution control, multi-period control, sensing control and Self Adaptive Control, tradition
Method it is general to upstream section detector prediction stop line upstream demand, change given threshold according to certain traffic parameter come
Optimize, there is certain blindness.This invention proposes a kind of single-point control based on array radar detector, by handing over
The running status real-time detection of each entrance driveway of prong carries out Self Adaptive Control.
The content of the invention
The Adaptive Signal Control of the single crossing to be realized of the present invention, using array radar detection data real-time detection
Intersection running status, calculates intersection all vehicles delay and stop frequency, enter line phase whether handover decisions, so as to improve
The traffic efficiency of intersection.
The present invention comprises the following steps：
C1. intersection base case, including phase-sequence phase structure are determined according to each phase flow in intersection.
C2. by array radar detector, each entrance driveway vehicle operating information is gathered, detection queuing vehicle is constituted, it is determined that
Initial green light time during optimization.
C3. current optimization phase detects each entrance driveway travel condition of vehicle, it is contemplated that vehicle reaches before initial green light terminates
Situation, calculates vehicle delay and stop frequency.
C4. assume current optimization phase green light switching extension 1s, vehicle delay and stop frequency are recalculated, if reducing
Switching green light phase time is postponed, otherwise switches green light phase.
C5. 2-4 steps are repeated after often crossing time interval T=1s；When switching next green light phase, and upper optimization phase side
Method is the same.
The process of step c1 includes：
C11, investigation intersection Back ground Information, obtain canalization, the telecommunication flow information of each entrance driveway in intersection.
C12, according to canalization and telecommunication flow information determine intersection phase structure and transfer sequence.
The process of step c2 includes：
C21, the queuing vehicle of array radar detection red light finish time are constituted.
C22, calculating queue clearance time：
T in formularIt is the queue clearance time,Belong to the vehicle number of type j vehicles, Hdw for entrance driveway i stop lines upstreamj
It is type j vehicle saturation dissipation time headways.
C23, determine initial green light time g0:
g0=max [tr,gmin]
In formula, g0It is initial green light time, gminTo ensure the minimum green time of pedestrian and automobile safety.
The process of step c3 includes：
Vehicle delay and stop frequency are calculated in c31, optimization phase canalization section
For the single unit vehicle that intersection optimizes phase, scenario described below is likely encountered during to stop line for current phase is green
Lamp, next phase is red light.
Vehicle program reaches the running time t of stop linei：
Work as ti≤gs, by not parking by intersection, its delay and stop frequency are 0 to vehicle i.
As T >=ti≥gs, queued up for red light need to enter when vehicle i reaches stop line, then the stop frequency in predicted time window
It it is 1 time, it is considered to which vehicle adds queuing vehicle when queuing up to constitute.
L=∑s sjNj
In formula, NjIt is the jth type of vehicle number that queuing is added before vehicle i, sjWhen being stopped for jth type of vehicle between headstock
Away from l is queuing queue when vehicle i additions are queued up.
Then it is delayed and is：
Wherein daIt is delayed to slow down, takes 2-4s.
Work as ti>=T, vehicle i will not reach stop line in this time window, put aside.
Vehicle delay and stop frequency are calculated in c32, unoptimizable phase canalization section
Vehicle-state can be divided into two kinds of transport condition and queueing condition：
Queuing vehicle stop frequency is 1, and delay estimation is as follows：
Driving vehicle stop frequency and delay estimation are as follows：
Now stop line upstream exists and queues up, and queue length is lt, vehicle i expects the traveling up to entrance driveway queuing tail of the queue
Time tiFor
In formula, NjIt is the jth type of vehicle number that queuing is added before vehicle i, including the vehicle for being in queueing condition.
When next phase entrance driveway is converted into green light, the estimated resolution time of vehicle i front vehicles is：
Situation 1：Current phase is red light, and next phase is green light, as next optimization phase.Now, it is assumed that current
Phase extends unit green extension, then the red light remaining time for changing phase is gs。
Work as ti≤gs+tL<T, vehicle i add queuing in time window T, and pass through in next phase green time, now
Stop frequency is 1 in T, is delayed and is：
di=tL+gs-ti+da
Work as T>ti>gs+tL, vehicle i will be not parking by intersection in next phase green time, and its delay and parking are secondary
Number is all 0.
Work as ti<T and gs+tL>=T, vehicle i adds queuing in this time window, until this time window terminates.Now in the time
Queuing number of times is 1 time in window T, is delayed and is：
di=T-ti+da
Work as ti>=T, vehicle i will not arrive addition in this time window and queue up or arrival stop line, put aside.
Situation 2：Current phase is red light, and next phase is still red light；
Work as ti<T, vehicle i reaches latter this time window that directly queues to of queuing tail of the queue to be terminated, and stops secondary in this time window
Number is 1, is delayed and is：
di=T-ti+da
Work as ti>=T, vehicle i will not add queuing in this time window, put aside.
Vehicle delay and stop frequency outside c33, canalization section are calculated
Delay under out of phase and stop frequency when predicted vehicle i reaches stop line, computational methods and above-mentioned identical.
Judge track where vehicle, belong to the probability of phase j in track k according to historical data calculating vehicleThe delay of vehicle i
It is calculated as follows with stop frequency：
dij,Sij：Delay and stop frequency when vehicle i belongs to phase j.
In c34, Practical Project, one second green extension level is unit, and decision-making interval also in seconds, calculates extension
The size of current phase green time and the PI values of switching compares.
Wherein PI is index of the intersection on delay with stop frequency, and α and β is delay and the weighting of stop frequency time
Number, N is intersection number of phases, and j represents phase, and i represents vehicle.
Beneficial effects of the present invention：The present invention is based on traffic shape of the array radar detector to each entrance driveway of single crossing
State carries out real-time detection, and single-point Self Adaptive Control is implemented according to intersection parking line upstream actual traffic demand, improves intersection
Traffic efficiency.
Brief description of the drawings
Fig. 1 is based on array radar single-point Self Adaptive Control flow chart；
Fig. 2 is to optimize phase vehicle to reach the situation schematic diagram that stop line is likely encountered；
Fig. 3 is likely encountered situation schematic diagram 1 for unoptimizable phase vehicle reaches stop line；
Fig. 4 is likely encountered situation schematic diagram 2 for unoptimizable phase vehicle reaches stop line.
Specific embodiment
The present invention will be described in detail below in conjunction with the accompanying drawings, as shown in figure 1, of the invention comprise the following steps that：
C1, determine that intersection phase is mutually permitted
According to the canalization and traffic flow modes of intersection, determine intersection phase structure and clearance sequentially, have left-hand rotation special
With road and left turn traffic amount it is larger when set left turn phase.
C2, determine initial green light time
Array radar can calculate that queuing vehicle is constituted in the red light finish time position according to vehicle and speed, it is considered to
The queuing queue in different tracks may be different, take maximum.
C3 calculates vehicle delay and stop frequency
Vehicle delay and stop frequency are calculated in c31, optimization phase canalization section
For the single unit vehicle that intersection optimizes phase, scenario described below is likely encountered during to stop line for current phase is green
Lamp, next phase is red light, sees Fig. 2.
Vehicle program reaches the running time t of stop lineiFor
Work as ti≤gs, by not parking by intersection, its delay and stop frequency are 0 to vehicle i；
As T >=ti≥gs, queued up for red light need to enter when vehicle i reaches stop line, then the stop frequency in predicted time window
It it is 1 time, it is considered to which vehicle adds queuing vehicle when queuing up to constitute.
L=∑s sjNj
In formula, NjIt is the jth type of vehicle number that queuing is added before vehicle i, sjWhen being stopped for jth type of vehicle between headstock
Away from l is queuing queue when vehicle i additions are queued up.
Then it is delayed and is：
Wherein daIt is delayed to slow down, takes 2-4s.
Work as ti>=T, vehicle i will not reach stop line in this time window, put aside.
Vehicle delay and stop frequency are calculated in c32, unoptimizable phase canalization section
Vehicle-state can be divided into two kinds of transport condition and queueing condition：
Queuing vehicle stop frequency is 1, and delay estimation is as follows：
Driving vehicle stop frequency and delay estimation are as follows：
Now stop line upstream exists and queues up, and queue length is lt, vehicle i expects the traveling up to entrance driveway queuing tail of the queue
Time tiFor
In formula, NjIt is the jth type of vehicle number that queuing is added before vehicle i, including the vehicle for being in queueing condition.
When next phase entrance driveway is converted into green light, the estimated resolution time of vehicle i front vehicles is
Situation 1, is shown in Fig. 3：Current phase is red light, and next phase is green light, as next optimization phase.Now, it is false
If current phase extension unit green extension, then the red light remaining time for changing phase is gs
Work as ti≤gs+tL<T, vehicle i add queuing in time window T, and pass through in next phase green time, now
Stop frequency is 1 in T, is delayed and is
di=tL+gs-ti+da
Work as T>ti>gs+tL, vehicle i will be not parking by intersection in next phase green time, and its delay and parking are secondary
Number is all 0.
Work as ti<T and gs+tL>=T, vehicle i adds queuing in this time window, until this time window terminates.Now in the time
Queuing number of times is 1 time in window T, is delayed and is
di=T-ti+da
Work as ti>=T, vehicle i will not arrive addition in this time window and queue up or arrival stop line, put aside.
Situation 2, is shown in Fig. 4：Current phase is red light, and next phase is still red light；
Work as ti<T, vehicle i reach latter this time window that directly queues to of queuing tail of the queue to be terminated, the stop frequency in this time window
It is 1, is delayed and is
di=T-ti+da
Work as ti>=T, vehicle i will not add queuing in this time window, put aside.
Vehicle delay and stop frequency outside c33, canalization section are calculated
Delay under out of phase and stop frequency when predicted vehicle i reaches stop line, computational methods and above-mentioned identical.
Judge track where vehicle, belong to the probability of phase j in track k according to historical data calculating vehicleThe delay of vehicle i
It is calculated as follows with stop frequency：
In c34, Practical Project, one second green extension level is unit, and decision-making interval also in seconds, calculates extension
The size of current phase green time and the PI values of switching compares.
C4 currently optimizes after phase extends when decision-making after time interval 1s also needs extension, need to be carried out with maximum green time
Compare, green light phase is directly switched if more than maximum green time.
C5, subsequent phase optimization method is identical with current phase optimization method, and intersection is calculated after reaching initial green light time
MouthfulIfExtension green time, otherwise switching green light phase.
Claims (1)
1. a kind of single-point self-adaptation control method based on array radar, is included in each entrance driveway mounted array radar detector,
Semaphore and signal lamp are installed in each intersection, and each equipment room signal is sequentially connected；It is characterized in that：The method is based on face inspection
Test cross prong travel condition of vehicle, specifically：
Step c1. determines intersection base case, including phase-sequence phase structure；
Step c2. gathers each entrance driveway information of vehicles by array radar detector, and detection queuing vehicle is constituted, it is determined that optimization
When initial green light time；
Step c3. currently optimizes phase before initial green light terminates, and detects each entrance driveway travel condition of vehicle, it is contemplated that vehicle reaches
Situation, calculates vehicle delay and stop frequency；
Step c4. assumes current optimization phase green light switching extension 1s, vehicle delay and stop frequency is recalculated, if reducing
Switching green light phase time is postponed, otherwise switches green light phase；
Step c5. often crosses repeat step c2-c4 after time interval T=1s；When switching next green light phase, and upper optimization phase
Mode is the same；
The process of step c1 includes：
C11, investigation intersection Back ground Information, obtain canalization, the telecommunication flow information of each entrance driveway in intersection；
C12, according to canalization and telecommunication flow information determine intersection phase structure and transfer sequence；
The process of step c2 includes：
C21, the queuing vehicle of array radar detection red light finish time are constituted；
C22, calculating queue clearance time：
T in formularIt is the queue clearance time,Belong to the vehicle number of type j vehicles, Hdw for entrance driveway i stop lines upstreamjIt is type
J vehicle saturation dissipation time headways；
C23, determine initial green light time g0:
g0=max [tr,gmin]
In formula, g0It is initial green light time, gminTo ensure the minimum green time of pedestrian and automobile safety；
The process of step c3 includes：
Vehicle delay and stop frequency are calculated in c31, optimization phase canalization section
For the single unit vehicle that intersection optimizes phase, scenario described below is likely encountered during to stop line for current phase is green light,
Next phase is red light；
Vehicle program reaches the running time t of stop lineiFor
Work as ti≤gs, by not parking by intersection, its delay and stop frequency are 0 to vehicle i；
As T >=ti≥gs, queued up for red light need to enter when vehicle i reaches stop line, then stop frequency is 1 in predicted time window
It is secondary, it is considered to which that vehicle adds queuing vehicle when queuing up to constitute；
L=∑s sjNj
In formula, NjIt is the jth type of vehicle number that queuing is added before vehicle i, sjSpace headway, l when being stopped for jth type of vehicle
It is queuing queue when vehicle i is added to queue up；
Then it is delayed and is：
Wherein daIt is delayed to slow down；
Work as ti>=T, vehicle i will not reach stop line in this time window, put aside；
Vehicle delay and stop frequency are calculated in c32, unoptimizable phase canalization section
Vehicle-state can be divided into two kinds of transport condition and queueing condition：
Queuing vehicle stop frequency is 1, and delay estimation is as follows：
Driving vehicle stop frequency and delay estimation are as follows：
Now stop line upstream exists and queues up, and queue length is lt, vehicle i expects the running time up to entrance driveway queuing tail of the queue
tiFor
In formula, NjIt is the jth type of vehicle number that queuing is added before vehicle i, including the vehicle for being in queueing condition；
When next phase entrance driveway is converted into green light, the estimated resolution time of vehicle i front vehicles is
Situation 1：Current phase is red light, and next phase is green light, as next optimization phase；Now, it is assumed that current phase
Extension unit green extension, the then red light remaining time for changing phase is gs；
Work as ti≤gs+tL<T, vehicle i add queuing in time window T, and pass through in next phase green time, now in T
Interior stop frequency is 1, is delayed and is
di=tL+gs-ti+da
Work as T>ti>gs+tL, vehicle i will be not parking by intersection in next phase green time, and its delay and stop frequency are all
It is 0；
Work as ti<T and gs+tL>=T, vehicle i adds queuing in this time window, until this time window terminates；Now in time window T
Interior queuing number of times is 1 time, is delayed and is
di=T-ti+da
Work as ti>=T, vehicle i will not arrive addition in this time window and queue up or arrival stop line, put aside；
Situation 2：Current phase is red light, and next phase is still red light；
Work as ti<During T, vehicle i reaches latter this time window that directly queues to of queuing tail of the queue to be terminated, and stop frequency is in this time window
1, it is delayed and is
di=T-ti+da
Work as ti>=T, when, vehicle i will not add queuing in this time window, put aside；
Vehicle delay and stop frequency outside c33, canalization section are calculated
Delay under out of phase and stop frequency when predicted vehicle i reaches stop line, calculation and above-mentioned identical；Judge
Track where vehicle, the probability of phase j is belonged to according to historical data calculating vehicle in track kThe delay of vehicle i and stop
Train number number is calculated as follows：
In formula, dij,SijDelay and stop frequency when belonging to phase j for vehicle i
In c34, Practical Project, one second green extension level is unit, and decision-making interval also in seconds, calculates extension current
The size of phase green time and the PI values of switching compares；
Wherein PI is index of the intersection on delay with stop frequency, and α and β is the weighting number of times of delay and stop frequency, and N is
Intersection number of phases, j represents phase, and i represents vehicle.
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| CN111833618A (en) * | 2020-07-08 | 2020-10-27 | 山东建筑大学 | Intelligent signal control method for pedestrian passive priority |
| CN112037508A (en) * | 2020-08-13 | 2020-12-04 | 山东理工大学 | Intersection signal timing optimization method based on dynamic saturation flow rate |
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| CN109995990A (en) * | 2017-12-29 | 2019-07-09 | 浙江宇视科技有限公司 | Video capture method, apparatus and gate sentry system |
| CN108806288A (en) * | 2018-07-16 | 2018-11-13 | 北方工业大学 | Urban road intersection self-adaptive control method and device based on single video |
| CN108961787A (en) * | 2018-08-14 | 2018-12-07 | 西安鸿儒硕学电子科技有限公司 | A kind of method for controlling traffic signal lights and device |
| CN110379180B (en) * | 2019-07-05 | 2021-08-13 | 平安国际智慧城市科技股份有限公司 | Traffic signal control method, traffic signal control device and terminal equipment |
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| CN110634308A (en) * | 2019-09-26 | 2019-12-31 | 同济大学 | Single-intersection signal control method based on vehicle queuing dissipation time |
| CN111833618A (en) * | 2020-07-08 | 2020-10-27 | 山东建筑大学 | Intelligent signal control method for pedestrian passive priority |
| CN112037508A (en) * | 2020-08-13 | 2020-12-04 | 山东理工大学 | Intersection signal timing optimization method based on dynamic saturation flow rate |
| CN112037508B (en) * | 2020-08-13 | 2022-06-17 | 山东理工大学 | Intersection signal timing optimization method based on dynamic saturation flow rate |
| CN113257016A (en) * | 2021-06-21 | 2021-08-13 | 腾讯科技（深圳）有限公司 | Traffic signal control method and device and readable storage medium |
| CN113140113A (en) * | 2021-06-23 | 2021-07-20 | 华砺智行(武汉)科技有限公司 | Traffic flow delay evaluation method and system based on Internet of vehicles and storage medium |
| CN114627660A (en) * | 2022-03-11 | 2022-06-14 | 公安部交通管理科学研究所 | Real-time iterative optimization control method for intersection signals facing unbalanced traffic flow |
| CN114627660B (en) * | 2022-03-11 | 2023-01-20 | 公安部交通管理科学研究所 | Real-time iterative optimization control method for intersection signals facing unbalanced traffic flow |
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