CN110097751B - Two-phase signal control intersection pedestrian special phase dynamic setting method - Google Patents

Two-phase signal control intersection pedestrian special phase dynamic setting method Download PDF

Info

Publication number
CN110097751B
CN110097751B CN201811373380.8A CN201811373380A CN110097751B CN 110097751 B CN110097751 B CN 110097751B CN 201811373380 A CN201811373380 A CN 201811373380A CN 110097751 B CN110097751 B CN 110097751B
Authority
CN
China
Prior art keywords
pedestrian
phase
representing
special
period
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201811373380.8A
Other languages
Chinese (zh)
Other versions
CN110097751A (en
Inventor
王嘉文
林诗悦
董洁霜
刘魏巍
姚佼
赵靖
韩印
周溪召
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
University of Shanghai for Science and Technology
Original Assignee
University of Shanghai for Science and Technology
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by University of Shanghai for Science and Technology filed Critical University of Shanghai for Science and Technology
Priority to CN201811373380.8A priority Critical patent/CN110097751B/en
Publication of CN110097751A publication Critical patent/CN110097751A/en
Application granted granted Critical
Publication of CN110097751B publication Critical patent/CN110097751B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/005—Traffic control systems for road vehicles including pedestrian guidance indicator
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/081—Plural intersections under common control
    • G08G1/083—Controlling the allocation of time between phases of a cycle

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention relates to a dynamic setting method for controlling special phases of pedestrians at an intersection by two-phase signals, which adopts the flow of pedestrians crossing the street and people in a motor vehicle as variables, adds an important degree index of the pedestrians, considers the flow relationship between the pedestrians crossing the street and the people in the motor vehicle, and provides an estimation and rating method for converting the pedestrians crossing the street and the motor vehicle into the throughput of 'standard people' aiming at the intersection with dense pedestrian flow and needing to ensure the street crossing efficiency of the pedestrians, thereby providing theoretical support for the judgment condition for dynamically setting the special phases of the pedestrians; in the scheme selection of the dynamic model, the minimum saturation difference between the pedestrians and the motor vehicles (counted by the pedestrians) is taken as an optimization target, the fairness between the number of the pedestrians passing through the intersection and the number of the pedestrians in the motor vehicles is considered, and the pedestrians crossing the street and the pedestrians in the motor vehicles can more fairly pass through the intersection.

Description

Two-phase signal control intersection pedestrian special phase dynamic setting method
Technical Field
The invention relates to the technical field of vehicle-road cooperative information, in particular to a method for dynamically setting a special phase for pedestrians at an intersection controlled by two-phase signals.
Background
The road traffic construction in China is developed rapidly, roads are not increased and expanded, signal lamps play a vital role in traffic control and traffic order maintenance, and the traditional intersection two-phase signal control scheme does not solve the conflict between machines and non-machines at the intersection, particularly the conflict between motor vehicles and pedestrians at the early stage and the last stage of green light on a pedestrian crossing.
There are two main solutions to this problem: firstly, with motor vehicle signal accuse pedestrian concurrently, someone has just proposed pedestrian's signal lamp early-break scheme late, plans to stagger the transit time of pedestrian or bicycle and motor vehicle, reduces the conflict, and it is long when nevertheless this scheme has shortened the green light that the pedestrian crossed the street, and special phase place of pedestrian can thoroughly follow the time separation motor vehicle stream and pedestrian's street, and furthest guarantees that the pedestrian crosses safety. The scholars provide an intersection signal optimization scheme with fixed timing aiming at controlling an intersection by two phase signals with large road grade difference so as to relieve the conflict between machines and non-machines. However, at present, no dynamic signal timing scheme for intersections with large fluctuation of real-time flow exists, and for intersections with higher vehicle flow and lower pedestrian flow and adopting pedestrian-specific phases for fixed timing, delay increase of the intersections can be caused, and the traffic efficiency of the intersections is reduced.
Based on the above background, it is necessary to design a technology for dynamically determining whether to insert a pedestrian dedicated phase for different traffic flow and pedestrian flow input, so as to solve the problem of fair pedestrian and vehicle passing at an intersection and ensure passing efficiency.
Disclosure of Invention
The invention aims to provide a dynamic setting method for controlling pedestrian-specific phases at intersections by two-phase signals which actively judge whether each period is inserted into a pedestrian-specific phase or not according to the pedestrian and vehicle flow at the intersections.
In order to achieve the purpose, the invention provides a method for dynamically setting a special phase for pedestrians at an intersection by controlling two phase signals, which comprises the following steps:
the method comprises the following steps: inputting real-time parameters before and after setting a special phase for pedestrians into the system;
step two: calculating the absolute value phi of the difference between the pedestrian flow ratio and the average pedestrian flow ratio before the setting of the special pedestrian phase according to the real-time parameters1And the difference phi between the pedestrian flow rate ratio and the average pedestrian flow rate ratio after the pedestrian-specific phase is set2；
Step three: comparison of phi1And phi2A value of (1), judging whether to insert the pedestrian-specific phase;
step four: and repeating the first step to the third step.
Preferably, in step 3:
Figure BDA0001870054040000021
Figure BDA0001870054040000022
wherein Q isijRepresenting the real-time traffic flow of the ith traffic direction lane of the jth direction entrance lane in the current period;
Qpkrepresenting the real-time pedestrian volume of the current period on the kth pedestrian crossing;
NiB1representing the throughput of the bus in the current period of each traffic direction lane before the special phase for the pedestrian is set;
NiA1representing the throughput of the buses in the current period of each traffic direction lane after the first set pedestrian special phase;
NiB2representing the throughput of the cars in the current period of the traffic direction lanes before the special phase for the pedestrians is set;
NiA2representing the throughput of the cars in the current period of each traffic direction lane after the special phase for the pedestrians is set;
NBprepresenting throughput, N, of pedestrian crossing street before setting phase dedicated to pedestrianApRepresenting the throughput of the pedestrian crossing the street after the special pedestrian phase is set;
alpha represents the average passenger carrying capacity of the buses and the average passenger carrying quantity of each bus; beta represents the average passenger carrying capacity of the cars and the average passenger carrying capacity of each car; gamma represents the adjustment coefficient of the importance of the pedestrian, such as in a traffic-dense business districtThe intersection, or the intersection where a large number of pedestrians pass after a certain event is over, needs to consider that the passing safety of the pedestrians is guaranteed first, so the adjustment coefficient can be 1.5 or 2 or even more, the coefficient is determined by the properties of different intersections, the intersection in general is 1, theta is taken2And the proportion of the bus in the real-time traffic flow of the current period is shown.
Preferably, NiB1Comprising NLB1、NTB1And NRB1；NiA1Comprising NLA1、NTA1And NRA1；NiB2Comprising NLB2、 NTB2And NRB2；NiA2Comprising NLA2、NTA2And NRA2；
Wherein N isLB1Representing the throughput of the bus in each period of each left-turn lane before the pedestrian-specific phase is set;
NTB1the handling capacity of the bus in each period of each straight lane before and after the special phase for the pedestrian is set is represented;
NRB1representing the throughput of the bus in each period of each right-turn lane before the special phase for the pedestrian is set;
NLA1representing the throughput of the bus in each period of each left-turn lane after the special phase for the pedestrian is set;
NTA1representing the throughput of the bus in each period of each straight lane after the special phase for the pedestrian is set;
NRA1representing the throughput of the bus in each period of each right-turn lane after the special phase for the pedestrian is set;
NLB2representing the throughput of the car in each period of each left-turn lane before the pedestrian-specific phase is set;
NTB2(ii) a Representing the throughput of each straight lane and each car in each period before the special pedestrian phase is set;
NRB2(ii) a Representing the throughput of the cars in each period of each right-turn lane before the pedestrian-specific phase is set;
NLA2indicating a setting lineThroughput of cars in each cycle of each left-turn lane after the human-specific phase;
NTA2representing the throughput of the cars in each period of each straight lane after the special pedestrian phase is set;
NRA2representing the throughput of the cars in each period of each right-turn lane after the special pedestrian phase is set;
preferably, the first and second liquid crystal materials are,
Figure BDA0001870054040000031
Figure BDA0001870054040000032
Figure BDA0001870054040000041
Figure BDA0001870054040000042
Figure BDA0001870054040000043
Figure BDA0001870054040000044
Figure BDA0001870054040000045
Figure BDA0001870054040000046
Figure BDA0001870054040000047
Figure BDA0001870054040000048
Figure BDA0001870054040000049
Figure BDA00018700540400000410
wherein,
Figure BDA00018700540400000413
indicates the duration of a left-turn signal of one period,
Figure BDA00018700540400000414
Representing the time length of a direct signal in one period; a is1Representing the acceleration of the bus; a is2Represents the acceleration of the car;
Figure BDA00018700540400000411
represents the acceleration loss time of the bus,
Figure BDA00018700540400000412
Respectively representing the acceleration loss time of the car;
tLmean headway, t, representing a left-turning vehicleTRepresents the average headway, t, of a straight-ahead vehicleRRepresenting the average headway of a right-turning vehicle;
c represents the cycle duration, tSpecially for cleaningRepresenting a pedestrian-specific phase time length;
K1shows an adjustment coefficient K 'of a turning vehicle head time interval before a phase special for pedestrians is set'1The adjusting coefficient of the turning vehicle head time interval after the special phase for the pedestrians is set is represented;
K2pedestrian fluctuation coefficient K 'representing vehicle loss time due to initial pedestrian-vehicle collision during phase switching before setting pedestrian-specific phase'2A pedestrian fluctuation coefficient indicating a vehicle loss time due to a pedestrian-vehicle collision at an initial stage of phase switching after setting the pedestrian-specific phase;
K3a reduction factor representing that a straight-ahead vehicle is affected by a left-turning vehicle;
K4k 'representing reduction coefficient of vehicle traffic reduction caused by collision of pedestrian crossing street and right-turn vehicle before setting pedestrian-specific phase'4And a reduction coefficient indicating that the pedestrian crossing the street after the pedestrian-specific phase is set collides with the right-turning vehicle, so that the vehicle traffic is reduced.
Preferably, the first and second liquid crystal materials are,
Figure BDA0001870054040000051
Figure BDA0001870054040000052
wherein, L represents the pedestrian concentration crossing, the length of a row of pedestrians occupying the sidewalk and Q in the initial phase switching stageHuman beingFor pedestrian crossing the street flow, theta1The proportion of the number of the pedestrians gathering the street in the initial phase switching period, d is the width of the pedestrian crosswalk, s is the safe distance between the street-crossing pedestrian and the turning vehicle, A is the average occupied area of the pedestrian, vpThe pedestrian walking average speed is obtained.
Preferably, A is 0.75X 0.75m2A rectangle of (2); v. ofpIs 1.2 to 1.5 m/s K1And K'1The value range of the division is 0.6-0.9; k2Taking a value of 2; k'2The value is 0.8; k3The value range is 0.6-0.9;
K4＝0.03×(2-1.78+0.14Qp)
K′4＝0.01×(2-1.78+0.14Qp
preferably, the first and second liquid crystal materials are,
Figure BDA0001870054040000061
wherein, tpIndicating the green light time of the pedestrian crossing the streetpShowing pedestrian crossing length, b1Indicates the distance between the front and rear pedestrians, t1Indicating the response time, t, to the change of colour of the light by a pedestrian waiting to cross the street2K, loss of the pedestrian at the end of red light due to insufficient saturation of the flow due to reduced sense of safety5A reduction coefficient representing an influence of the right-turn exclusive lane on pedestrian traffic;
shortest time for pedestrian crossing street
Figure BDA0001870054040000062
tSpecially for cleaningOne long period of time l1Number of people M who can pass through crosswalk1：
Figure BDA0001870054040000063
2 strips with length of l1The number of people that can pass through the pedestrian crossing
Figure BDA0001870054040000064
Figure BDA0001870054040000065
In the same way, the number of the people N which can pass through the six pedestrian crossings in all in each periodAp1：
NAp1＝2(M1+M2+M3)
NAp＝NAp1+NAp2
Wherein: n is a radical ofAp1The throughput of the pedestrian crossing the street at the time interval of the special pedestrian phase after the special pedestrian phase is set;
at C-tSpecially for cleaningIn the time period of (1), namely in the special phase time period of non-pedestrian in the special phase period of pedestrian, the pedestrian can cross the street as in the normal phase as old, which is equivalent to calculating that the pedestrian has C-t in the normal two-phase periodSpecially for cleaningThe amount of swallowing and spitting at the intersection of (a);
Figure BDA0001870054040000066
in the formula: n is a radical ofAp2After the pedestrian special phase is set, the throughput of the pedestrian crossing the street in each period of the non-pedestrian special phase is increased;
after the special pedestrian phase is set, the pedestrian throughput is as follows:
NAp＝NAp1+NAp2
preferably, the first and second liquid crystal materials are,
l is 6 m; b1Taking 1 m; t is t1Neglect; t is t2Is 2 s;
K5＝1-QRtR/C
Figure BDA0001870054040000071
wherein Q isRReal-time flow of right-turning vehicle in current period, converted vehicle length, andRminimum safe distance, v, for pedestrian and right-turning vehicleRFor right-hand turning of vehicle speed, vRIs between 2.22 and 4.17 m/s.
Preferably, in step 3, it is judged when Φ is1<Φ2Indicating that no pedestrian-specific phase is inserted; when phi is1≥Φ2And indicates the insertion of the pedestrian-specific phase.
Preferably, in step 3, a fairness raising factor Z is further included;
z represents that after the special pedestrian phase is selectively inserted or not inserted in the current period, the absolute value of the difference between the pedestrian flow rate ratio and the pedestrian flow rate ratio of the vehicles at the intersection is minimum, and the motor vehicles and pedestrians passing through the intersection in the period can be ensured to pass through the intersection more fairly and relatively
Figure BDA0001870054040000072
Wherein phiijFor the absolute value of the difference, x, between the pedestrian flow ratio and the average pedestrian flow ratio of the vehicle when the ith phase scheme is used in the jth cycleijAs decision variables, xijTaking 0 or 1, xijTaking 0 means no pedestrian-specific phase, xijTaking 1 to set a pedestrian-specific phase; n denotes n signal periods.
Compared with the prior art, the invention has the advantages that: the invention adopts the flow of pedestrians crossing the street and people in the motor vehicle as variables, adds the pedestrian importance degree index to consider the flow relationship between the pedestrians crossing the street and the people in the motor vehicle, provides an estimation and grading method for converting both the pedestrians crossing the street and the motor vehicle into the throughput of 'standard people' aiming at intersections with dense pedestrian flow and needing to ensure the pedestrian crossing efficiency, and provides theoretical support for dynamically setting the discrimination condition of the special phase for the pedestrians;
under the new information environment, the flow data update of each period of the intersection can be realized by a technology of dynamically acquiring the real-time flow of pedestrians and motor vehicles, and the real-time data of the pedestrian and vehicle flow of the intersection acquired in each period is used as an input variable of a data-driven pedestrian-specific phase setting fairness model, so that the self-adaptive judgment of dynamically setting the pedestrian-specific phase at the intersection of a commercial district (core district) in an urban area is guided;
in the scheme selection of the dynamic model, the minimum saturation difference between the pedestrians and the motor vehicles (counted by the pedestrians) is taken as an optimization target, the fairness between the number of the pedestrians passing through the intersection and the number of the pedestrians in the motor vehicles is considered, and the pedestrians crossing the street and the pedestrians in the motor vehicles can more fairly pass through the intersection.
Drawings
Fig. 1 is a flowchart of a method for dynamically setting pedestrian-specific phases at intersections controlled by two-phase signals according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be further described below.
As shown in fig. 1, the invention provides a method for dynamically setting a special phase for pedestrians at an intersection by two-phase signal control, which comprises the following steps:
the method comprises the following steps: inputting real-time parameters before and after setting a special phase for pedestrians into the system;
step two: calculating the absolute value phi of the difference between the pedestrian flow ratio and the average pedestrian flow ratio before the setting of the special pedestrian phase through the real-time parameters1And the difference phi between the pedestrian flow rate ratio and the pedestrian flow rate ratio after the special pedestrian phase is set2；
Step three: comparison of phi1Phi of2A value of (1), judging whether to insert the pedestrian-specific phase;
step four: and repeating the first step to the third step.
The specific judging steps are as follows:
(1) throughput of motor vehicles before and after setting phase special for pedestrian
The throughput of each entrance way car and bus in each period is shown in formulas (1) to (6):
Figure BDA0001870054040000091
Figure BDA0001870054040000092
Figure BDA0001870054040000093
Figure BDA0001870054040000094
Figure BDA0001870054040000095
Figure BDA0001870054040000096
Figure BDA0001870054040000097
Figure BDA0001870054040000098
wherein: n is a radical ofLB1Representing the throughput of the bus in each period of each left-turn lane before the pedestrian-specific phase is set;
NTB1representing the throughput of the bus in each period of each straight lane before and after the setting of the special phase for the pedestrian
NRB1Representing the throughput of the bus in each period of each right-turn lane before the special phase for the pedestrian is set;
NRB2(ii) a Representing the throughput of cars in each cycle of each right-turn lane before setting the pedestrian-specific phase
NTB2(ii) a Representing the throughput of each straight lane and each car in each period before the special pedestrian phase is set;
NLB1representing the throughput of the bus in each period of each left-turn lane before the pedestrian-specific phase is set;
NTB2(ii) a Representing the throughput of each straight lane and each car in each period before the special pedestrian phase is set;
NTB1、NRB1、NRB2、NTB2、NLB1and NTB2The units are as follows: vehicle/cycle.
Suppose that the pedestrian street-crossing flow is Q in each periodHuman beingWherein the proportion of the number of pedestrians concentrated crossing the street at the initial phase of the phase switching is theta1Pedestrian crossingWidth d, safe distance between pedestrian and turning vehicle s, average occupied area A (A is 0.75X 0.75m by consulting HCM)2Rectangle) vpThe average walking speed of the pedestrian is 1.2-1.5 m/s, and 1.2 m/s is taken; l represents the pedestrian concentration crossing, the length of a row of pedestrians occupying the sidewalk and Q in the initial phase switching stageHuman beingFor pedestrian crossing the street flow theta1The proportion of the number of the pedestrians gathering the street in the initial phase switching period, d is the width of the pedestrian crosswalk, s is the safe distance between the street-crossing pedestrian and the turning vehicle, A is the average occupied area of the pedestrian, vpThe pedestrian walking average speed is obtained.
After switching to the pedestrian-specific phase, the vehicle cannot pass in one signal cycle in the pedestrian-specific phase period. The vehicle throughput for the remaining periods in the cycle is as shown in equations (8) to (13):
Figure BDA0001870054040000101
Figure BDA0001870054040000102
Figure BDA0001870054040000103
Figure BDA0001870054040000104
Figure BDA0001870054040000105
Figure BDA0001870054040000106
NLA1each left-turn lane after setting the special phase for the pedestrianThroughput of the bus within a cycle;
NTA1representing the throughput of the bus in each period of each straight lane after the special phase for the pedestrian is set;
NRA1representing the throughput of the bus in each period of each right-turn lane after the special phase for the pedestrian is set;
NLA2representing the throughput of the cars in each period of each left-turn lane after the special pedestrian phase is set;
NTA2representing the throughput of the cars in each period of each straight lane after the special pedestrian phase is set;
NRA2representing the throughput of the cars in each period of each right-turn lane after the special pedestrian phase is set;
in the formula: n is a radical ofLA1、NTA1、NRA1、NLA2、NTA1And NRA2The units are as follows: vehicle/period, tLMean headway, t, representing a left-turning vehicleTRepresenting the average headway of a straight-ahead vehicle; (ii) a a is1Representing the acceleration of the bus; a is2Represents the acceleration of the car;
Figure BDA0001870054040000111
represents the acceleration loss time of the bus,
Figure BDA0001870054040000112
Respectively represent the acceleration loss time of the car,
Figure BDA0001870054040000113
and
Figure BDA0001870054040000114
the unit is second; t is tLMean headway, t, representing a left-turning vehicleTRepresents the average headway, t, of a straight-ahead vehicleRRepresenting the average headway of a right-turning vehicle; t is tL、tTAnd tRThe unit is: seconds/vehicle, C represents the cycle duration in units of: second; t is tSpecially for cleaningTo indicate pedestriansThe time length of the dedicated phase is in units of: and second.
Wherein, K1Shows an adjustment coefficient K 'of a turning vehicle head time interval before a phase special for pedestrians is set'1The adjustment coefficient of the turning vehicle head time interval after the special phase for the pedestrian is set is represented; k1And K'1The value range is between 0.6 and 0.9.
K2Pedestrian fluctuation coefficient K 'representing vehicle loss time due to initial pedestrian-vehicle collision during phase switching before setting pedestrian-specific phase'2A pedestrian fluctuation coefficient indicating a vehicle loss time due to a pedestrian-vehicle collision at an initial stage of phase switching after setting the pedestrian-specific phase; k2Taking a value of 2; k'2The value is 0.8.
K3A reduction factor representing that a straight-ahead vehicle is affected by a left-turning vehicle; k3The value range is 0.6-0.9.
K4K 'representing reduction coefficient of vehicle traffic reduction caused by collision of pedestrian crossing street and right-turn vehicle before setting pedestrian-specific phase'4And a reduction coefficient indicating that the pedestrian crossing the street after the pedestrian-specific phase is set collides with the right-turning vehicle, so that the vehicle traffic is reduced.
Through video observation, the number of right-turn vehicles and the number of pedestrians crossing the street in one period are subjected to linear fitting to obtain a reduction coefficient K before a special phase for the pedestrians is set4，
K4＝0.03×(2-1.78+0.14Qp)
When the pedestrian-specific phase is provided, a new reduction coefficient K 'is obtained in consideration of a great reduction in collision between pedestrians and right-turn vehicles'4。
K′4＝0.01×(2-1.78+0.14Qp)
3.2.2 analysis of the Effect of Motor vehicles on the throughput of pedestrians crossing streets
Establishing pedestrian throughput without a pedestrian specific phase is shown in equation (14):
Figure BDA0001870054040000121
in the formula: n is a radical ofBpRepresenting the throughput, t, of crossing pedestrians at intersections without inserting a pedestrian-specific phasepIndicating the green time (seconds) for the pedestrian to cross the streetpLength (m) of pedestrian crossing, b1Representing the distance between the front and rear pedestrians by 1m, t1Representing the response time of a pedestrian waiting to cross the street to the change of colour of the light, with a very short, negligible, t2This is a loss of the pedestrian at the end of red light due to the flow rate not being saturated due to the reduction of the feeling of safety, and is actually measured to be 2 seconds. K5A reduction coefficient representing an influence of the right-turn exclusive lane on pedestrian traffic.
K5＝1-QRtR/C (15)
Figure BDA0001870054040000122
In the formula: qRReal-time traffic (vehicle/cycle), t, for right-turning vehicles in the current cycleRThe time(s) of the pedestrian path for the right-turn vehicle, C the period duration(s), l the converted vehicle length (m), 6 m, lRIs the minimum safe distance, v, of the pedestrian from the right-turning vehicleRThe vehicle speed is measured to be between 2.22 and 4.17m/s for right-turning, and 2.78m/s is taken.
After switching to the pedestrian-specific phase, the throughput per cycle of the pedestrian is calculated in two parts, one part being the pedestrian-specific phase period and the other part being a period other than the pedestrian-specific phase.
First part, throughput N of pedestrian in time period of pedestrian-specific phaseAp1. The formula derivation process is shown below:
and respectively calculating the pedestrian throughput of pedestrian crosswalks passing through the four sides and the diagonal lines. With a length of l1The pedestrian crossing of (1) is taken as an example.
1) Shortest time t for pedestrian crossing streetShort length
Figure BDA0001870054040000131
2)tSpecially for cleaningOne long period of time l1Number of people M who can pass through crosswalk1
Figure BDA0001870054040000132
3)2 strips with length of l1The number of people that can pass through the pedestrian crossing
Figure BDA0001870054040000133
Figure BDA0001870054040000134
4) In the same way, the number of the people N which can pass through the six pedestrian crossings in all in each periodAp1
NAp1＝2(M1+M2+M3) (20)
In the formula: n is a radical ofAp1The pedestrian throughput of the pedestrian crossing in the time period of the pedestrian special phase after the pedestrian special phase is set.
Second part at C-tSpecially for cleaningIn the time period of (1), namely in the non-pedestrian special phase time period of the pedestrian special phase period, the pedestrian can cross the street as in the normal phase, which is equivalent to calculating that the pedestrian has C-t in the normal two-phase periodSpecially for cleaningThroughput of the intersection.
Figure BDA0001870054040000135
In the formula: n is a radical ofAp2And after the pedestrian-specific phase is set, the throughput of the pedestrian crossing street in each period of the non-pedestrian-specific phase.
After setting the pedestrian-specific phase, the pedestrian throughput equation is expressed as shown in equation (22).
NAp＝NAp1+NAp2 (22)
3.3 data-driven two-phase intersection pedestrian-specific phase setting fairness model
3.3.1 basic assumptions
The following assumptions are made herein:
(1) the traffic flow at the approach lane at each intersection per cycle does not exceed its throughput, i.e., the traffic flow undersaturation situation is discussed herein.
(2) Because the intersection of the urban business district (core district) is mainly researched, the vehicles mainly take minibuses (private cars) and buses as the main parts, so that the vehicles do not consider trucks, bicycles, electric vehicles and the like in the text and only comprise the minibuses (private cars) and the buses.
(3) The speed of the pedestrian passing through the pedestrian crossing is kept unchanged, and the acceleration process is avoided, so that the pedestrian can be considered to be accelerated instantly. The walking speed of the pedestrian is lower than that of the motor vehicle, the motor vehicle has acceleration and deceleration loss time, and the acceleration and deceleration time of the pedestrian is negligible, so that the pedestrian can be regarded as instantaneous acceleration.
(4) After the special phase for the pedestrian is inserted, the signal period duration is kept unchanged, the special phase duration for the pedestrian is only reduced on the basis of the original period duration, namely the front-to-back phase green signal ratio is kept unchanged, and the special phase duration for the pedestrian obtains the shortest green time for the pedestrian to cross the street in the research. The purpose is to guarantee that the technical feasibility is high when the pedestrian special phase is dynamically set.
(5) When the pedestrian crosses the street, the interference to the pedestrian flow is not considered, and the transverse interference of the pedestrian in the same direction is also not considered. Because the pedestrians can encounter the pedestrians meeting on the same walking belt to reduce the speed when crossing the street, if the pedestrians walk on the right side, the speed reduction caused by the meeting in two directions does not exist. Meanwhile, the situation that pedestrians surmount foreigners due to different walking speeds of the pedestrians in the same direction can also cause walking speed change, and the situation that the speeds of the pedestrians are consistent is assumed in the text, so that the surmounting behavior does not exist.
(6) The speed and the acceleration of the bus and the car in the starting and accelerating stage are irrelevant to the driving direction of the bus and the car.
(7) The proportion of buses occupying the total flow at each entrance lane at the intersection is the same.
3.3.2 objective function and constraints
Setting the total flow ratio phi of the pedestrians in each period at the front and rear intersections of the special phase for the pedestrians1、Φ2As shown in equations (23) (24), respectively:
Figure BDA0001870054040000141
Figure BDA0001870054040000151
in the formula: setting the absolute value phi of the difference between the pedestrian flow ratio and the average pedestrian flow ratio before the pedestrian-specific phase1(ii) a The difference phi between the pedestrian flow ratio and the average pedestrian flow ratio after the setting of the pedestrian-specific phase2，QijThe real-time traffic flow (i is 1,2,3, j is 1,2,3,4), Q, which represents the ith driving direction (left turn, straight run, right turn) lane of the jth direction inlet lane in the current periodpkReal-time pedestrian volume (k 1,2,3,4), N, representing the current cycle on the kth crosswalkiB1、NiA1Respectively represents the throughput of the buses in the current period of setting the lanes in the front and back traffic directions (left-turn, straight-run and right-turn) of the phase special for the pedestrians, NiB2、NiA2Respectively representing the throughput of the cars in the current period of setting the lanes in the front and rear traffic directions (left-turn, straight-run and right-turn) of the phase special for the pedestrians, NBp、NApRespectively showing the throughput of the pedestrian crossing the street before and after the setting of the special phase for the pedestrian. Alpha represents the average passenger carrying rate of the bus, beta represents the average passenger carrying rate of the car, and gamma represents the adjusting coefficient of the importance degree of the pedestrian, for example, at the intersection of a commercial district with dense pedestrian flow or at the intersection where a large number of pedestrians pass after a certain event is finished, the adjusting coefficient needs to be considered to ensure the passing safety of the pedestrian preferentially, so the adjusting coefficient can be 1.5 or 2 or even more, the coefficient is determined by the properties of different intersections, the intersection in general condition is 1, and theta is equal to 12And the proportion of the bus in the real-time traffic flow of the current period is shown.
The objective function is constructed using 0-1 programming as shown in equation (25):
Figure BDA0001870054040000152
s.t.xij0 or 1, (i ═ 1,2, j ═ 1,2, … … n)
Ф1j＝Φ1，x1jWhen equal to 0, when1<Φ2
Φ2j＝Φ2，x2jWhen 1, when1≥Φ2
In the formula, Z represents that after the special phase for the pedestrian is selectively inserted or not inserted in the current period, the absolute value of the difference between the average pedestrian flow ratio and the pedestrian flow ratio of the vehicle at the intersection is minimum, and the motor vehicle and the pedestrian which pass through the intersection in the period can be ensured to pass through the intersection more fairly and relatively
In the formula: phiijFor the absolute value of the difference, x, between the pedestrian flow ratio and the average pedestrian flow ratio of the vehicle when the ith phase scheme is used in the jth cycleijAs decision variables, x1jWhen 0, x represents the jth cycle without inserting a pedestrian-specific phase2jThe signal pattern after the insertion of the pedestrian-specific phase for the jth cycle is denoted by 1. n denotes n signal periods.
When phi is1<Φ2When the pedestrian-dedicated phase is inserted, the absolute value of the difference between the pedestrian flow ratio and the average flow ratio of the vehicles at the intersection is larger than that before the pedestrian-dedicated phase is not inserted, and the fact that the pedestrian-dedicated phase is not inserted in the period is indicated to ensure that the vehicles and pedestrians at the intersection can pass through the intersection more fairly; otherwise when phi1≥Φ2In the period, the absolute value of the difference between the average pedestrian flow rate of the vehicles in the current period of the intersection and the pedestrian flow rate is smaller than that of the non-pedestrian-specific phase after the pedestrian-specific phase is inserted, and the fact that the pedestrian-specific phase is inserted in the period is required to be selected to ensure that the vehicles and pedestrians at the intersection pass through the intersection more fairly is shown.
In this embodiment, for an intersection implementing the dynamic setting of the pedestrian-specific phase, when the condition that the determination threshold is reached is obtained by combining the algorithm with real-time flow calculation, in order to ensure that a vehicle driver at the intersection receives information sufficiently, an LED display screen should be arranged above each signal lamp or at a ground eye of the intersection in advance to prompt the driver to stop passing at the next starting stage of the cycle after the cycle is ended and to wait for passing at the end of the period of the pedestrian-specific phase. In particular, the information prompt of the right-turning vehicles on each entrance lane is noticed because the right-turning vehicles at the normal intersection where the method is not used are not controlled by the signal lamps. Meanwhile, an LED display screen is arranged at the position of the sidewalk where the pedestrian waits to cross the street to prompt that the next period of the pedestrian is a special phase for the pedestrian, and the pedestrian is ready to cross the street by paying attention to a signal lamp. The method can also be used for matching with traffic police commands at the initial setting stage of the intersection so as to improve the familiarity of drivers and pedestrians on the timing scheme of dynamically setting the special phase signal for the pedestrians.
In the embodiment, the pedestrian flow and the motor vehicle flow in each period are updated in real time through a technology of dynamically acquiring the pedestrian and motor vehicle flow in a new information environment, the throughputs (throughput) of pedestrians and motors before and after the pedestrian special phase is set are estimated in real time, a data-driven two-phase intersection is provided, a pedestrian special phase model is dynamically set at the intersection, the flow ratio (calculated according to the number of pedestrians) and the motor vehicles at the intersection before and after the pedestrian special phase is set is compared, a phase scheme which enables the difference between the saturation degrees of the two intersections to be minimum is selected in the next period, the traffic efficiency is guaranteed, meanwhile, people and the motor vehicles can pass through the intersection under the condition that the people all occupy the space-time resources of the road, and the efficiency and the fairness of the people and the vehicles passing through the intersection are guaranteed.
The above description is only a preferred embodiment of the present invention, and does not limit the present invention in any way. It will be understood by those skilled in the art that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the invention as defined by the appended claims.

Claims (3)

1. A two-phase signal control intersection pedestrian dedicated phase dynamic setting method is characterized by comprising the following steps:
the method comprises the following steps: inputting real-time parameters before and after setting a special phase for pedestrians into the system;
step two: calculating the absolute value phi of the difference between the pedestrian average flow rate ratio and the pedestrian flow rate ratio before the setting of the special pedestrian phase according to the real-time parameters1And the difference phi between the pedestrian flow rate ratio and the average pedestrian flow rate ratio after the pedestrian-specific phase is set2；
Step three: comparison of phi1And phi2A value of (1), judging whether to insert the pedestrian-specific phase;
step four: repeating the first step to the third step;
in step 3:
Figure FDA0003216023370000011
Figure FDA0003216023370000012
wherein Q isijRepresenting the real-time traffic flow of the ith traffic direction lane of the jth direction entrance lane in the current period;
Qpkrepresenting the real-time pedestrian volume of the current period on the kth pedestrian crossing;
NiB1representing the throughput of the bus in the current period of each traffic direction lane before the special phase for the pedestrian is set;
NiA1representing the throughput of the buses in the current period of each traffic direction lane after the first set pedestrian special phase;
NiB2representing the throughput of the cars in the current period of the traffic direction lanes before the special phase for the pedestrians is set;
NiA2indicating the current period of each traffic direction lane after setting the special phase for pedestriansThroughput of cars;
NBprepresenting throughput, N, of pedestrian crossing street before setting phase dedicated to pedestrianApRepresenting the throughput of the pedestrian crossing the street after the special pedestrian phase is set;
alpha represents the average passenger carrying capacity of the buses and the average passenger carrying quantity of each bus; beta represents the average passenger carrying capacity of the cars and the average passenger carrying quantity of each car; gamma is the adjusting coefficient of the importance degree of the pedestrian, for example, at the intersection of a commercial district with dense pedestrian flow or at the intersection where a large number of pedestrians pass after a certain event is finished, priority needs to be taken into consideration to ensure the passing safety of the pedestrian, so the adjusting coefficient can be 1.5 or 2, the coefficient is determined by the properties of different intersections, the intersection is 1, and theta is determined by the properties of the intersection2Representing the proportion of the bus in the real-time traffic flow of the current period;
NiB1comprising NLB1、NTB1And NRB1；NiA1Comprising NLA1、NTA1And NRA1；NiB2Comprising NLB2、NTB2And NRB2；NiA2Comprising NLA2、NTA2And NRA2；
Wherein N isLB1Representing the throughput of the bus in each period of each left-turn lane before the pedestrian-specific phase is set;
NTB1the handling capacity of the bus in each period of each straight lane before and after the special phase for the pedestrian is set is represented;
NRB1representing the throughput of the bus in each period of each right-turn lane before the special phase for the pedestrian is set;
NLA1representing the throughput of the bus in each period of each left-turn lane after the special phase for the pedestrian is set;
NTA1representing the throughput of the bus in each period of each straight lane after the special phase for the pedestrian is set;
NRA1representing the throughput of the bus in each period of each right-turn lane after the special phase for the pedestrian is set;
NLB2each left bar before the pedestrian-specific phase is setThroughput of cars in each cycle of the transfer lane;
NTB2(ii) a Representing the throughput of each straight lane and each car in each period before the special pedestrian phase is set;
NRB2(ii) a Representing the throughput of the cars in each period of each right-turn lane before the pedestrian-specific phase is set;
NLA2representing the throughput of the cars in each period of each left-turn lane after the special pedestrian phase is set;
NTA2representing the throughput of the cars in each period of each straight lane after the special pedestrian phase is set;
NRA2representing the throughput of the cars in each period of each right-turn lane after the special pedestrian phase is set;
Figure FDA0003216023370000021
Figure FDA0003216023370000022
Figure FDA0003216023370000023
Figure FDA0003216023370000024
Figure FDA0003216023370000031
Figure FDA0003216023370000032
Figure FDA0003216023370000033
Figure FDA0003216023370000034
Figure FDA0003216023370000035
Figure FDA0003216023370000036
Figure FDA0003216023370000037
Figure FDA0003216023370000038
wherein, tgLRepresenting the duration of a cycle left-turn signal, tgTRepresenting the time length of a direct signal in one period; a is1Representing the acceleration of the bus; a is2Represents the acceleration of the car;
Figure FDA0003216023370000039
represents the acceleration loss time of the bus,
Figure FDA00032160233700000310
Respectively representing the acceleration loss time of the car;
tLmean headway, t, representing a left-turning vehicleTRepresents the average headway, t, of a straight-ahead vehicleRRepresenting the average headway of a right-turning vehicle;
c represents the cycle duration, tSpecially for cleaningRepresenting a pedestrian-specific phase time length;
K1shows an adjustment coefficient K 'of a turning vehicle head time interval before a phase special for pedestrians is set'1The adjustment coefficient of the turning vehicle head time interval after the special phase for the pedestrian is set is represented;
K2pedestrian fluctuation coefficient K 'representing vehicle loss time due to initial pedestrian-vehicle collision during phase switching before setting pedestrian-specific phase'2A pedestrian fluctuation coefficient indicating a vehicle loss time due to a pedestrian-vehicle collision at an initial stage of phase switching after setting the pedestrian-specific phase;
K3a reduction factor representing that a straight-ahead vehicle is affected by a left-turning vehicle;
K4k 'representing reduction coefficient of vehicle traffic reduction caused by collision of pedestrian crossing street and right-turn vehicle before setting pedestrian-specific phase'4A reduction coefficient representing that the pedestrian crossing street and the right-turning vehicle generate conflict after the special pedestrian phase is set, so that the traffic volume of the vehicle is reduced;
Figure FDA0003216023370000041
Figure FDA0003216023370000042
wherein, L represents pedestrian concentrated crossing, pedestrian length occupied by a row of pedestrians, Q man-made pedestrian crossing flow and theta at the initial phase switching stage1The proportion of the number of the pedestrians gathering the street in the initial phase switching period, d is the width of the pedestrian crosswalk, s is the safe distance between the street-crossing pedestrian and the turning vehicle, A is the average occupied area of the pedestrian, vpThe average walking speed of the pedestrian is obtained;
a is 0.75X 0.75m2A rectangle of (2); v. ofp1.2-1.5 m/s; k1And K'1The value is 0.6-0.9; k2Taking a value of 2; k'2The value is 0.8;K3the value range is 0.6-0.9;
K4＝0.03×(2-1.78+0.14Qp)
K′4＝0.01×(2-1.78+0.14Qp)；
Figure FDA0003216023370000043
wherein, tpIndicating the green light time of the pedestrian crossing the streetpShowing pedestrian crossing length, b1Indicates the distance between the front and rear pedestrians, t1Indicating the response time, t, to the change of colour of the light by a pedestrian waiting to cross the street2K, loss of the pedestrian at the end of red light due to insufficient saturation of the flow due to reduced sense of safety5A reduction coefficient representing an influence of the right-turn exclusive lane on pedestrian traffic;
shortest time for pedestrian crossing street
Figure FDA0003216023370000051
tSpecially for cleaningOne strip in a time interval is l1The number of people M who can pass through the pedestrian crossing1：
Figure FDA0003216023370000052
2 strips with length of l1The number of people that can pass through the pedestrian crossing
Figure FDA0003216023370000053
Figure FDA0003216023370000054
In the same way, the number of the people N which can pass through the six pedestrian crossings in all in each periodAp1：
NAp1＝2(M1+M2+M3)
NAp＝NAp1+NAp2
Wherein: n is a radical ofAp1The throughput of the pedestrian crossing the street at the time interval of the special pedestrian phase after the special pedestrian phase is set;
at C-tSpecially for cleaningIn the time period of (1), namely in the non-pedestrian special phase time period of the pedestrian special phase period, the pedestrian can cross the street as in the normal phase, which is equivalent to calculating that the pedestrian has C-t in the normal two-phase periodSpecially for cleaningThroughput of the intersection of (1);
Figure FDA0003216023370000055
in the formula: n is a radical ofAp2After the pedestrian special phase is set, the throughput of the pedestrian crossing the street in each period of the non-pedestrian special phase is increased;
after the special pedestrian phase is set, the pedestrian throughput is as follows:
NAp＝NAp1+NAp2；
l is 6 m; b1Taking 1 m; t is t1Neglect; t is t2Is 2 s;
K5＝1-QRtR/C
Figure FDA0003216023370000056
wherein Q isRThe real-time flow of the right-turning vehicle in the current period, the converted vehicle length and the converted vehicle length areRMinimum safe distance, v, for pedestrian and right-turning vehicleRFor right-hand turning of vehicle speed, vRIs between 2.22 and 4.17 m/s.
2. The method for dynamically setting pedestrian-specific phase at intersection according to claim 1, wherein in step 3, it is determined when Φ is1＜Φ2Indicating that no pedestrian-specific phase is inserted; when phi is1≥Φ2Indicates insertion ofA pedestrian specific phase.
3. The two-phase signalized intersection pedestrian-specific phase dynamic setting method according to claim 1, further comprising a fairness improvement factor Z in step 3;
z represents that after the special pedestrian phase is selectively inserted or not inserted in the current period, the absolute value of the difference between the average pedestrian flow rate ratio and the pedestrian flow rate ratio of the vehicles at the intersection is minimum, and the vehicles and pedestrians passing through the intersection in the period can be ensured to pass through the intersection more fairly and relatively
Figure FDA0003216023370000061
Wherein phiijFor the absolute value of the difference between the pedestrian flow ratio and the average pedestrian flow ratio of the vehicle using the ith phase scheme in the jth period, xijAs decision variables, xijTaking 0 or 1, xijTaking 0 means no pedestrian-specific phase, xijTaking 1 to set a pedestrian-specific phase; n denotes n signal periods.
CN201811373380.8A 2018-11-19 2018-11-19 Two-phase signal control intersection pedestrian special phase dynamic setting method Active CN110097751B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201811373380.8A CN110097751B (en) 2018-11-19 2018-11-19 Two-phase signal control intersection pedestrian special phase dynamic setting method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201811373380.8A CN110097751B (en) 2018-11-19 2018-11-19 Two-phase signal control intersection pedestrian special phase dynamic setting method

Publications (2)

Publication Number Publication Date
CN110097751A CN110097751A (en) 2019-08-06
CN110097751B true CN110097751B (en) 2021-10-01

Family

ID=67443632

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201811373380.8A Active CN110097751B (en) 2018-11-19 2018-11-19 Two-phase signal control intersection pedestrian special phase dynamic setting method

Country Status (1)

Country Link
CN (1) CN110097751B (en)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113129609B (en) * 2019-12-30 2022-06-28 大唐高鸿智联科技(重庆)有限公司 A kind of traffic signal light timing method and traffic signal equipment
CN111862634B (en) * 2020-08-06 2022-02-18 公安部交通管理科学研究所 A calculation method of pedestrian crossing inductive signal timing in a road section
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
CN112258865B (en) * 2020-10-26 2021-08-31 英博超算(南京)科技有限公司 Intelligent red and green signal lamp control system based on Internet of vehicles V2X
CN113362623B (en) * 2021-06-04 2022-03-01 哈尔滨工业大学 A left-turn non-motor vehicle traffic organization system and signal control method at a continuous flow intersection
CN114724353B (en) * 2022-03-10 2023-06-09 深圳大学 Bus signal passive priority control method and device considering pedestrians

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101140698A (en) * 2006-09-06 2008-03-12 同济大学 A Coordination Method for Passenger Crossing the Street and Signal Priority
CN103295404A (en) * 2013-06-19 2013-09-11 东南大学 Road section pedestrian traffic signal control system based on pedestrian crossing clearance time
CN105321357A (en) * 2015-09-21 2016-02-10 华南理工大学 Setting system and method for same-phase turn-right and pedestrian signals of independent intersection
US9953527B1 (en) * 2017-02-21 2018-04-24 Rayan Alhazmi Intersection communication systems and methods

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101140698A (en) * 2006-09-06 2008-03-12 同济大学 A Coordination Method for Passenger Crossing the Street and Signal Priority
CN103295404A (en) * 2013-06-19 2013-09-11 东南大学 Road section pedestrian traffic signal control system based on pedestrian crossing clearance time
CN105321357A (en) * 2015-09-21 2016-02-10 华南理工大学 Setting system and method for same-phase turn-right and pedestrian signals of independent intersection
US9953527B1 (en) * 2017-02-21 2018-04-24 Rayan Alhazmi Intersection communication systems and methods

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
Study on Pedestrian Signal Cycle Optimization;Di Sun 等;《2011 Fourth International Conference on Intelligent Computation Technology and Automation》;20110415;第515-519页 *
定时控制交叉口行人专用相位适用性评价模型;冯洁 等;《交通科技与经济》;20140831;第16卷(第4期);第35-39页 *

Also Published As

Publication number Publication date
CN110097751A (en) 2019-08-06

Similar Documents

Publication Publication Date Title
CN110097751B (en) Two-phase signal control intersection pedestrian special phase dynamic setting method
CN107016858B (en) Pre-signal control method for intersection multi-flow direction waiting area and dislocation type stop line
CN105279977B (en) Stretch crossing and signal warning system
CN103198680B (en) Green wave coordination control method for multiline
CN113223310B (en) Vehicle speed induction method and system based on traffic lights and vehicle
CN110910646B (en) Cooperative control method for unmanned buses at intersection
CN108510769B (en) Vehicle speed guidance system and method for moving blocked intersection based on vehicle-road coordination
CN107085951A (en) A pre-signal control method for straight-left shared variable lanes at intersection entrances
CN104408949B (en) Public transport priority signal control method based on right-turning vehicles and bus Shared Lane
CN104504915A (en) Reversible short lane signal control method based on intersection vehicle in-turn release
CN101256716A (en) Road grade crossing non-conflict traffic mode arrangement and control method
CN104298829A (en) Cellular automaton model based urban road network traffic flow simulation design method
CN107610488A (en) A kind of Traffic Light Automatic Control system and the Traffic Light Automatic Control method based on the system
CN113409599A (en) Urban public transport priority coordination control method based on information prediction
CN112802330B (en) Traffic flow prediction method for double-lane roundabout intersection with participation of signal lamps
CN113192343B (en) Intersection dynamic traffic signal control method considering non-motor vehicle crossing demand
CN108765989A (en) A kind of guided vehicle road signal control method that intersection straight and turning left is variable
CN106920401A (en) Crossroad traffic lights duration control method and device
CN111681441B (en) Method for realizing preferential driving of right-turn vehicle based on left-turn lane dynamic stop line
CN112735151A (en) Road intersection multi-partition traffic organization method
CN110444031A (en) Phase control method, apparatus and system with the comprehensive intersection to row area
CN110782682A (en) A method, device and device for fast passing of vehicles at a standard intersection
CN105654738B (en) A kind of composed structure and its left control method of change of intersection
CN113066295B (en) Traffic signal lamp control method and device
WO2015055006A1 (en) Level crossing having five-direction complementary and vertically and horizontally interactive traffic at level crossing

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant