CN106920403B - 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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- 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 single-point Adaptive Signal Control method based on array radar that the invention discloses a kind of, relates generally to intersection traffic signal adaptive control field.The characteristics of present invention can detect vehicle location in entrance driveway, speed by novel array radar detector realizes that the dynamic prediction of single traffic state at road cross and signal optimization, scheme comprise determining that basis of signals scheme；Intersection initial queue length is detected according to array radar, calculates initial green light time；Each entrance driveway information of vehicles is acquired, prediction reaches the time of stop line, determines state of the vehicle by stop line；Calculate each vehicle delay and stop frequency；Determine Phase-switching decision.The present invention uses array radar technology, can accurately be detected to the real-time traffic states of each entrance driveway in single crossing, and self adaptive control is carried out, and promotes the operational efficiency and service level of intersection traffic.
Description
Technical field
The present invention relates to the traffic signal control methods of single crossing, and in particular to is carried out using array radar data single
Point self-adapted control.
Background technique
Urban transport problems becomes increasingly conspicuous, particularly evident in intersection, and in ebb, green light utilization rate is not high, and when peak hands over
Prong congestion is serious.Single-point control at present has fixed solution control, multi-period control, induction control and self adaptive control, tradition
Method generally to upstream section detector predict stop line upstream demand, according to the variation given threshold of some traffic parameter come
It optimizes, there are certain blindness.The invention proposes a kind of single-point control based on array radar detector, by friendship
The operating status real-time detection of each entrance driveway of prong carries out self adaptive control.
Summary of the invention
The Adaptive Signal Control of the single crossing to be realized of the present invention utilizes array radar detection data real-time detection
Intersection operating status calculates intersection all vehicles delay and stop frequency, carry out phase whether handover decisions, to improve
The traffic efficiency of intersection.
The present invention includes 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 acquired, detection queuing vehicle is constituted, determined
Initial green light time when optimization.
C3. currently 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 that current optimization phase green light switching extends 1s, vehicle delay and stop frequency are recalculated, if reducing
Switching green light phase time is postponed, green light phase is otherwise switched.
C5. 2-4 step is repeated after every optimization time interval T '=1s excessively；Optimize when switching next green light phase with upper one
Phase method is the same.
The process of step c1 includes:
C11, investigation intersection basic information, obtain canalization, the telecommunication flow information of each entrance driveway in intersection.
C12, intersection phase structure and transfer sequence are determined according to canalization and telecommunication flow information.
The process of step c2 includes:
C21, the queuing vehicle of array radar detection red light finish time are constituted.
C22, the queue clearance time is calculated:
T in formularFor the queue clearance time,Belong to the vehicle number of type j vehicle, Hdw for entrance driveway k stop line upstreamj
Dissipation time headway is saturated for type j vehicle.
C23, initial green light time g is determined0:
g0=max [tr,gmin]
In formula, g0For initial green light time, gminFor the minimum green time for guaranteeing pedestrian and automobile safety.
The process of step c3 includes:
Vehicle delay and stop frequency calculate in c31, optimization phase canalization section
For the single unit vehicle of intersection optimization phase, be likely encountered following scenario described when to stop line: current phase is green
Lamp, next phase are red light.
The running time t of vehicle program arrival stop linei:
Work as ti≤gs, for vehicle i by not parking by intersection, delay and stop frequency are 0.
As T >=ti≥gs, need to enter when vehicle i reaches stop line for red light and be lined up, then the stop frequency in predicted time window
It is 1 time, considers that vehicle is added queuing vehicle when being lined up and constitutes.
L=∑ sjNj
In formula, NjFor the jth type of vehicle number that queuing is added before vehicle i, sjWhen stopping for jth type of vehicle between headstock
Away from l is queuing queue when queuing is added in vehicle i.
Then it is delayed are as follows:
Wherein daFor delay of slowing down, 2-4s is taken.
Work as ti>=T, vehicle i will not reach stop line in this time window, put aside.
Vehicle delay and stop frequency calculate in c32, unoptimizable phase canalization section
Vehicle-state can be divided into driving status and two kinds of queueing condition:
Queuing vehicle stop frequency is 1, and delay estimation is as follows:
Driving vehicle stop frequency and delay estimation are as follows:
Stop line upstream, which exists, at this time is lined up, queue length lt, the estimated traveling for reaching entrance driveway and being lined up tail of the queue of vehicle i
Time tiFor
In formula, NjFor the jth type of vehicle number that queuing is added before vehicle i, the vehicle including being in queueing condition.
When next phase entrance driveway is converted into green light, the estimated resolution time of vehicle i front vehicles are as follows:
Situation 1: current phase is red light, and next phase is green light, as next optimization phase.At this time, it is assumed that current
Phase extends unit green extension, then the red light remaining time of the phase is gs′。
Work as ti≤gs′+tLQueuing is added in < T, vehicle i in time window T, and passes through in next phase green time, this
When in T stop frequency be 1, delay are as follows:
di=tL+gs′-ti+da
Work as T > ti>gs′+tL, vehicle i will next phase green time it is not parking pass through intersection, delay and parking time
Number is all 0.
Work as ti< T and gs′+tLQueuing is added in >=T, vehicle i in this time window, until this time window terminates.At this time when
Between number is lined up in window T is 1 time, delay are as follows:
di=T-ti+da
Work as ti>=T, vehicle i will not arrive addition in this time window and be lined up or reach stop line, put aside.
Situation 2: current phase is red light, and next phase is still red light；
Work as ti< T, vehicle i, which reaches queuing latter this time window that directly queues to of tail of the queue, to be terminated, and is stopped in this time window secondary
Number is 1, delay are as follows:
di=T-ti+da
Work as tiQueuing will not be added in this time window, put aside by >=T, vehicle i.
Vehicle delay and stop frequency outside c33, canalization section calculate
Delay under out of phase and stop frequency when predicted vehicle i reaches stop line, calculation method and above-mentioned identical.
Lane where judging vehicle calculates vehicle according to historical data and belongs to the probability of phase x in lane kThe delay of vehicle i
It is calculated with stop frequency as follows:
dix,Six: delay and stop frequency when belonging to phase x for vehicle i.
In c34, Practical Project, decision interval also in seconds, calculated to extend and work as in seconds green extension
The size of preceding phase green time and the PI value of switching compares.
Wherein PI is index of the intersection about delay and stop frequency, and α and β are delay and the weighting of stop frequency time
Number, N are intersection number of phases, and x indicates phase, and i indicates vehicle.
Beneficial effects of the present invention: the present invention is based on array radar detectors to the traffic shape of each entrance driveway of single crossing
State is measured in real time, and is implemented single-point self adaptive control according to intersection parking line upstream actual traffic demand, is improved intersection
Traffic efficiency.
Detailed description of the invention
Fig. 1 is based on array radar single-point self adaptive control flow chart；
Fig. 2 is that optimization phase vehicle reaches the case where stop line is likely encountered schematic diagram；
Fig. 3 reaches stop line for unoptimizable phase vehicle and is likely encountered situation schematic diagram 1；
Fig. 4 reaches stop line for unoptimizable phase vehicle and is likely encountered situation schematic diagram 2.
Specific embodiment
The present invention will be described in detail with reference to the accompanying drawing, as shown in Figure 1, the specific steps of the present invention are as follows:
C1, determine that intersection phase is mutually permitted
According to the canalization and traffic flow modes of intersection, determines the phase structure and clearance sequence of intersection, have left-hand rotation special
With road and left turn traffic amount it is larger when set left turn phase.
C2, initial green light time is determined
Array radar can calculate that queuing vehicle is constituted, consider in red light finish time according to the position and speed of vehicle
The queuing queue in different lanes may be different, are maximized.
C3 calculates vehicle delay and stop frequency
Vehicle delay and stop frequency calculate in c31, optimization phase canalization section
For the single unit vehicle of intersection optimization phase, be likely encountered following scenario described when to stop line: current phase is green
Lamp, next phase are red light, see Fig. 2.
The running time t of vehicle program arrival stop lineiFor
Work as ti≤gs, for vehicle i by not parking by intersection, delay and stop frequency are 0；
As T >=ti≥gs, need to enter when vehicle i reaches stop line for red light and be lined up, then the stop frequency in predicted time window
It is 1 time, considers that vehicle is added queuing vehicle when being lined up and constitutes.
L=∑ sjNj
In formula, NjFor the jth type of vehicle number that queuing is added before vehicle i, sjWhen stopping for jth type of vehicle between headstock
Away from l is queuing queue when queuing is added in vehicle i.
Then it is delayed are as follows:
Wherein daFor delay of slowing down, 2-4s is taken.
Work as ti>=T, vehicle i will not reach stop line in this time window, put aside.
Vehicle delay and stop frequency calculate in c32, unoptimizable phase canalization section
Vehicle-state can be divided into driving status and two kinds of queueing condition:
Queuing vehicle stop frequency is 1, and delay estimation is as follows:
Driving vehicle stop frequency and delay estimation are as follows:
Stop line upstream, which exists, at this time is lined up, queue length lt, the estimated traveling for reaching entrance driveway and being lined up tail of the queue of vehicle i
Time tiFor
In formula, NjFor the jth type of vehicle number that queuing is added before vehicle i, the vehicle including 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.At this point, false
If current phase extends unit green extension, then the red light remaining time of the phase is gs′
Work as ti≤gs′+tLQueuing is added in < T, vehicle i in time window T, and passes through in next phase green time, this
When in T stop frequency be 1, be delayed and be
di=tL+gs′-ti+da
Work as T > ti>gs′+tL, vehicle i will next phase green time it is not parking pass through intersection, delay and parking time
Number is all 0.
Work as ti< T and gs′+tLQueuing is added in >=T, vehicle i in this time window, until this time window terminates.At this time when
Between number is lined up in window T is 1 time, be delayed and be
di=T-ti+da
Work as ti>=T, vehicle i will not arrive addition in this time window and be lined up or reach 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, which reach queuing latter this time window that directly queues to of 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 tiQueuing will not be added in this time window, put aside by >=T, vehicle i.
Vehicle delay and stop frequency outside c33, canalization section calculate
Delay under out of phase and stop frequency when predicted vehicle i reaches stop line, calculation method and above-mentioned identical.
Lane where judging vehicle calculates vehicle according to historical data and belongs to the probability of phase x in lane kThe delay of vehicle i
It is calculated with stop frequency as follows:
In c34, Practical Project, decision interval also in seconds, calculated to extend and work as in seconds green extension
The size of preceding phase green time and the PI value of switching compares.
When c4 currently optimizes that decision also needs to extend after time interval 1s after phase extends, needs and maximum green time carries out
Compare, directly switches green light phase if being more than maximum green time.
C5, subsequent phase optimization method is identical with current phase optimization method, calculates intersection after reaching initial green light time
MouthfulIfExtend green time, otherwise switches 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,
Each intersection installation semaphore and signal lamp, each equipment room signal are sequentially connected；It is characterized by: this method is examined based on face
Test cross prong travel condition of vehicle, specifically:
Step c1. determines intersection base case, including phase-sequence phase structure；
Step c2. acquires each entrance driveway information of vehicles by array radar detector, and detection queuing vehicle is constituted, and determines 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 that current optimization phase green light switching extends 1s, vehicle delay and stop frequency is recalculated, if reducing
Switching green light phase time is postponed, green light phase is otherwise switched；
Step c2-c4 is repeated after every optimization time interval the T '=1s excessively of step c5.；It is when switching next green light phase and upper one excellent
It is the same to change phase mode；
The process of step c1 includes:
C11, investigation intersection basic information, obtain canalization, the telecommunication flow information of each entrance driveway in intersection；
C12, intersection phase structure and transfer sequence are determined according to canalization and telecommunication flow information；
The process of step c2 includes:
C21, the queuing vehicle of array radar detection red light finish time are constituted；
C22, the queue clearance time is calculated:
T in formularFor the queue clearance time,Belong to the vehicle number of type j vehicle, Hdw for lane k stop line upstreamjFor type j
Vehicle is saturated dissipation time headway；
C23, initial green light time g is determined0:
g0=max [tr,gmin]
In formula, g0For initial green light time, gminFor the minimum green time for guaranteeing pedestrian and automobile safety；
The process of step c3 includes:
Vehicle delay and stop frequency calculate in c31, optimization phase canalization section
For the single unit vehicle of intersection optimization phase, be likely encountered following scenario described when to stop line: current phase is green light, under
One phase is red light；
The running time t of vehicle program arrival stop lineiFor
Work as ti≤gs, for vehicle i by not parking by intersection, delay and stop frequency are 0；
As T >=ti≥gs, need to enter when vehicle i reaches stop line for red light and be lined up, then stop frequency is 1 in predicted time window
It is secondary, consider that vehicle is added queuing vehicle when being lined up and constitutes；
L=∑ sjNj
In formula, NjFor the jth type of vehicle number that queuing is added before vehicle i, sjSpace headway when stopping for jth type of vehicle, l
Queuing queue when being lined up is added for vehicle i；
Then it is delayed are as follows:
Wherein daFor delay of slowing down；
Work as ti>=T, vehicle i will not reach stop line in this time window, put aside；
Vehicle delay and stop frequency calculate in c32, unoptimizable phase canalization section
Vehicle-state can be divided into driving status and two kinds of queueing condition:
Queuing vehicle stop frequency is 1, and delay estimation is as follows:
Driving vehicle stop frequency and delay estimation are as follows:
Stop line upstream, which exists, at this time is lined up, queue length lt, the estimated running time for reaching entrance driveway and being lined up tail of the queue of vehicle i
tiFor
lt=∑ sjNj
In formula, NjFor the jth type of vehicle number that queuing is added before vehicle i, the vehicle including 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；At this time, it is assumed that current phase
Extend unit green extension, then the red light remaining time of the phase is gs′；
Work as ti≤gs′+tLQueuing is added in < T, vehicle i in time window T, and passes through in next phase green time, at this time 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 delay and stop frequency are all
It is 0；
Work as ti< T and gs′+tLQueuing is added in >=T, vehicle i in this time window, until this time window terminates；At this time in time window T
Interior queuing number 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 be lined up or reach stop line, put aside；
Situation 2: current phase is red light, and next phase is still red light；
Work as tiWhen < T, vehicle i, which reaches queuing latter this time window that directly queues to of 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, queuing will not be added in vehicle i in this time window, put aside；
Vehicle delay and stop frequency outside c33, canalization section calculate
Delay under out of phase and stop frequency when predicted vehicle i reaches stop line, calculation and above-mentioned identical；Judgement
Lane where vehicle calculates vehicle according to historical data and belongs to the probability of phase x in lane kThe delay of vehicle i and stop
Train number number calculates as follows:
In formula, dix,SixDelay and stop frequency when belonging to phase x for vehicle i
In c34, Practical Project, decision interval also in seconds, calculated and extended current phase in seconds green extension
The size of position green time and the PI value of switching compares；
Wherein PI is index of the intersection about delay and stop frequency, and α and β are the weighting number of delay and stop frequency, and N is
Intersection number of phases, x indicate phase, and i indicates vehicle.
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| CN109995990B (en) * | 2017-12-29 | 2021-11-16 | 浙江宇视科技有限公司 | Image capturing method and device and gate sentry system |
| CN108806288B (en) * | 2018-07-16 | 2020-09-08 | 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 |
| CN110634308B (en) * | 2019-09-26 | 2021-09-03 | 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 |
| 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 |
| CN113257016B (en) * | 2021-06-21 | 2021-09-28 | 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 |
| 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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