CN111047883B - Traffic signal control method for key intersection and adjacent intersection - Google Patents
Traffic signal control method for key intersection and adjacent intersection Download PDFInfo
- Publication number
- CN111047883B CN111047883B CN201911337289.5A CN201911337289A CN111047883B CN 111047883 B CN111047883 B CN 111047883B CN 201911337289 A CN201911337289 A CN 201911337289A CN 111047883 B CN111047883 B CN 111047883B
- Authority
- CN
- China
- Prior art keywords
- intersection
- traffic
- key
- adjacent
- key intersection
- 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
Links
Images
Classifications
-
- 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
-
- 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
- G08G1/082—Controlling the time between beginning of the same phase of a cycle at adjacent intersections
Abstract
The invention provides a traffic signal control method for a key intersection and adjacent intersections, wherein the key intersection adopts a one-way full-traffic control method, and the adjacent intersections of the key intersection adopt a three-turn traffic flow synchronization control method; and determining the passing time of the adjacent intersection by calculating the phase difference between the key intersection and the adjacent intersection. And calculating the release time length by using a traffic wave correlation theory, so that the motorcade entering the entrance lane of the key intersection at each adjacent intersection does not stop passing through the key intersection. The signal control method established by the invention is simple and easy to realize, and simulation results show that the method can effectively prevent and improve the congestion condition of the key intersection, avoid the propagation and diffusion of congestion and make a beneficial contribution to the smooth operation of the whole road network.
Description
Technical Field
The invention relates to the field of traffic signal control, in particular to a traffic signal control method for a key intersection and an adjacent intersection.
Background
The large-scale jam in the city often starts at a certain intersection in the road network. The intersection is generally located at a key position for traffic flow concentration and evacuation, and is called a key intersection in a road network. As a starting point of congestion spreading, reasonable signal timing and optimal control are needed to be carried out on a key intersection, and congestion formation is restrained from the source. Once congestion occurs, if accumulated vehicles are not dissipated timely, queued vehicles overflow to adjacent intersections, green lights of adjacent intersections are disabled, and congestion propagation and traffic deadlock can be further caused. Therefore, the first problem to be solved for signal optimization and control of congested intersections is how to optimize key intersections which are easy to block.
The current signal control of the intersection mostly adopts a two-phase or four-phase mode. For a crossroad, the two-phase control mode is that the straight-going and left-turning traffic flows of east and west inlet roads are released at the same time, and the traffic flows in the south and north directions are forbidden; then the straight-going and left-turning traffic flows of the south and north entrances are released at the same time, and the traffic flows are forbidden in the east and west directions. The four phases have two releasing modes, one mode is that the east-west inlet straight traffic flow, the east-west inlet left-turn traffic flow, the south-north inlet straight traffic flow and the south-north inlet left-turn traffic flow are released in sequence, the other mode is that the east-west inlet left-turn traffic flow (or the straight traffic flow) is released for a period of time first and then released together with the east-west inlet straight traffic flow (or the left-turn traffic flow), and the releasing modes in the south-north direction are similar. The right-turn traffic flow does not need to pass through the intersection and is generally not considered. Common two-phase and four-phase release schemes are shown in fig. 1a and 1b, respectively.
For the two-phase control mode, because opposite traffic flows are released simultaneously, conflicting traffic flows (such as direct current of an east inlet and left turn of a west inlet) are converged at an intersection, so that the traffic flows in a certain direction are blocked, and the stop times and the waiting time are prolonged; moreover, traffic flows are more likely to collide at junctions, which causes life and property loss and also causes more serious traffic jam.
For the control mode of four phases, the traffic flow released each time can not conflict at the intersection, and the safety performance of driving is improved. However, since different traffic streams from the same entrance are released in different time periods, different fleets of vehicles travel faster or slower, and drivers are more prone to lane changes and queue insertions into adjacent fleets of vehicles when they see that the adjacent fleets of vehicles travel forward and the fleets of vehicles in which they are located are not in front of the vehicle. Therefore, the adjacent vehicles are easily scratched and rubbed, the continuity of the advancing traffic flow is influenced, the waste of the passing time is caused, and the congestion is aggravated.
Disclosure of Invention
In view of the above, in order to solve the problem of a four-phase control mode in the prior art, the invention provides a traffic signal control method for a key intersection and adjacent intersections, which not only simplifies phase control, but also can realize 'fair queuing', and avoid the phenomenon that drivers frequently change lanes and insert teams due to inconsistent release time of fleets with the same entrance and different turning directions. In addition, the motorcades from the same entrance are released simultaneously, so that the phase difference of adjacent intersections can be calculated through parameters such as road section length, vehicle queuing length, traffic flow speed and the like, and the cooperative control of the two intersections can be better realized.
The purpose of the invention is realized by the following technical scheme:
the method for controlling traffic signals of a key intersection and adjacent intersections comprises the steps that a one-way full-traffic control method is adopted at the key intersection, and a three-turn traffic flow synchronization control method is adopted at the adjacent intersections of the key intersection; the method comprises the steps of calculating the phase difference between a key intersection and an adjacent intersection, determining the releasing time of the adjacent intersection, and calculating the releasing time length by using a traffic wave correlation theory, so that a motorcade entering an entrance way of the key intersection passes through the key intersection without stopping.
Furthermore, the one-way full-pass means that a straight-going traffic flow and a left-turning traffic flow at an entrance of a key intersection are simultaneously released each time.
Further, the control method for unidirectional full traffic comprises the following steps:
s101, setting a fixed period C of a key intersection, and setting a release sequence of each inlet of the key intersection;
step S102, calculating release duration of each entrance according to the fixed period C and the length of the planned released fleet;
and S103, sequentially releasing the straight vehicles and the left-turning vehicles at the same entrance simultaneously or stopping simultaneously according to the set releasing sequence of each entrance and the releasing duration of each entrance.
Further, the fixed period C ranges from 60 to 200 seconds.
Further, the formula for calculating the release duration of each entrance is as follows:
and are to satisfy
Wherein:
lithe length of a fleet of vehicles entering a certain entrance of the key intersection;
v1is the overall travel speed of the fleet.
Furthermore, the three-way traffic flow synchronization means that three-way traffic flows flowing into the same entrance lane of a key intersection form a phase in an adjacent intersection, and a first-way traffic flow turns left, a second-way traffic flow runs straight, and a third-way traffic flow turns right in the same phase, is controlled by the same signal lamp group, and is released or stopped simultaneously.
Further, the control method for synchronizing the three-steering flow comprises the following steps:
step S201, calculating a phase difference between one inlet of the key intersection and the adjacent intersection;
step S202, determining the releasing time of the adjacent intersection according to the phase difference;
step S203, calculating the release duration of the adjacent intersection by using a traffic wave correlation theory according to the release duration of all vehicles entering a certain entrance of the key intersection for one-way full traffic;
and S204, releasing the vehicle in a synchronous mode of the three-turn traffic flow within the releasing time of the adjacent intersection.
Further, the calculation formula of the phase difference is as follows:
wherein:
Lithe length of a road section connected with the key intersection;
v1is the overall travel speed of the fleet.
Further, the formula for calculating the passing time of the adjacent intersection is as follows:
gi'＝gi×v1(ii)/S, wherein:
s is the saturation flow rate when the vehicles queued at the adjacent intersection pass through the stop line;
v1is the overall travel speed of the fleet;
githe release duration of each entrance at the key intersection.
Compared with the prior art, the method has the following advantages and beneficial effects:
1. compared with the traditional four-phase timing control system, the one-way all-pass traffic signal timing control system established at the key intersection has simpler phase switching and control processes, greatly reduces the vehicle queuing length and the average delay time under the condition of ensuring that the total traffic flow passing amount in the peak period is almost unchanged, and obviously optimizes traffic indexes.
2. The establishment of the one-way all-pass traffic signal timing control system at the key intersection is more beneficial to realizing cooperative control and closure control between the system and the adjacent intersection, can avoid excessive vehicles accumulating on the road section, shortens the vehicle delay time, effectively inhibits the occurrence of overflow, and thus achieves the purpose of preventing the key intersection from being jammed.
In a word, the signal control method established by the invention is simple and easy to realize, and simulation results show that the method can effectively prevent and improve the congestion condition of the key intersection, avoid the propagation and diffusion of congestion and make a beneficial contribution to the smooth operation of the whole road network.
Drawings
FIG. 1a is a diagram illustrating two-phase release in the prior art;
FIG. 1b is a diagram of a prior art four-phase release;
FIG. 2 is a schematic diagram of a one-way full-pass control mode of a key intersection of the present invention;
FIG. 3 is a schematic diagram of the three-turn traffic flow synchronization control mode of adjacent intersections according to the present invention
FIG. 4 is a schematic view of the traffic flow control from an adjacent intersection to a key intersection access point according to the present invention;
fig. 5 is a schematic diagram of road section length and vehicle queue length of a key intersection.
DETAILED DESCRIPTION OF EMBODIMENT (S) OF INVENTION
The embodiments of the present disclosure are described in detail below with reference to the accompanying drawings.
The embodiments of the present disclosure are described below with specific examples, and other advantages and effects of the present disclosure will be readily apparent to those skilled in the art from the disclosure in the specification. It is to be understood that the described embodiments are merely illustrative of some, and not restrictive, of the embodiments of the disclosure. The disclosure may be embodied or carried out in various other specific embodiments, and various modifications and changes may be made in the details within the description without departing from the spirit of the disclosure. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. All other embodiments, which can be derived by a person skilled in the art from the embodiments disclosed herein without making any creative effort, shall fall within the protection scope of the present disclosure.
Example one
The invention discloses a method for controlling traffic signals of a key intersection and adjacent intersections. On the basis of carrying out closure and cooperative control on adjacent intersections, the goals of optimizing traffic operation indexes and preventing congestion of the key intersections are realized by simultaneously releasing the four inlet roads in one way at the key intersections. Unidirectional full traffic refers to straight and left-turn traffic that simultaneously passes one entrance at a time. I.e., all vehicles at the east, west, south and north entrances, are sequentially released, with the phases shown in fig. 2. The invention does not consider right-turn traffic flow, and the right-turn traffic flow can safely pass according to the situation without hindering normal traffic flow and pedestrians, and is not controlled by traffic lights.
The traffic signal control method for the key intersection comprises the steps that a one-way full-traffic control method is adopted for the key intersection, and a three-turn traffic flow synchronization control method is adopted for adjacent intersections of the key intersection; the method comprises the steps of calculating the phase difference between a key intersection and adjacent intersections, determining the release time of three traffic streams converged to the same entrance of the key intersection by the adjacent intersections according to the phase difference, and calculating the release time of the adjacent intersections by using a traffic wave correlation theory to ensure that a motorcade entering an entrance lane of the key intersection passes through the key intersection without stopping, namely, the condition that a first vehicle of a motorcade just turns green when reaching a stop line of the key intersection is met.
The one-way full-pass control method comprises the following steps:
s101, setting a fixed period C of a key intersection, and setting a release sequence of each inlet of the key intersection;
the fixed period C ranges from 60 to 200 seconds.
The releasing sequence of each inlet can be set according to actual needs, vehicles at west inlets can be released, and vehicles at other inlets are stopped; then the vehicles enter the south to be released, and the vehicles at other entrances are cut off; and sequentially circulating, namely sequentially circulating according to the anticlockwise sequence of the southeast, the northeast, the southeast, the northwest and the east, and sequentially circulating according to the east, the southeast, the northwest and the northwest. A, B, C, D in FIG. 4 is the 4 entrances to the critical intersection.
Step S102, calculating unidirectional time length of each import according to the fixed period C and the planned release fleet length;
the lengths of road sections connected with the key intersections are often inconsistent, and the length of the fleet on the road section is determined according to the length of the road section. Generally, the longer the road segment, the more vehicles it can accommodate, and the longer the fleet. As shown in fig. 5, if the link lengths are L, respectively1、L2、L3、L4The length of the fleet is respectively l1、l2、l3、l4Then, formula (1) is satisfied:
release time g of each phasei(i ═ 1,2,3,4) and the fleet length l to be released for that phasei(i-1, 2,3,4) according to the traffic wave theory, a group of traveling vehicles can be regarded as a whole flow with a flow velocity v1. If it is desired that the fleet of vehicles pass completely through the critical intersection during green hours, then:
and is
If the value of C is known, the green time g of each phase can be obtained from the equations (1), (2) and (3)i。
And S103, sequentially releasing straight vehicles and left-turning vehicles at the same entrance of the key intersection simultaneously or stopping simultaneously according to the set releasing sequence of each entrance and the one-way releasing duration of each phase.
As shown in fig. 2, when a straight-going vehicle from west to east and a left-turning vehicle from west to north simultaneously go, vehicles in other phases stop, and when a straight-going vehicle from south to north and a left-turning vehicle from south to west simultaneously go, vehicles in other phases stop. The other two phases are in the same manner.
The control method of the three-turn traffic flow synchronization is shown in fig. 3, the three-turn traffic flow synchronization means that three-way traffic flows flowing into the same inlet lane of a key intersection form a phase in an adjacent intersection, taking the adjacent intersection on the west side of the key intersection as an example, namely, a left-turn traffic flow at the north inlet, a straight traffic flow at the west inlet and a right-turn traffic flow at the south inlet of the intersection are controlled by the same signal lamp group and are simultaneously released or simultaneously stopped, and the other phases are also the same.
The control method for synchronizing the three-steering traffic flow comprises the following steps:
step S201, calculating a phase difference between one inlet of the key intersection and the adjacent intersection;
in order to ensure that a motorcade from an adjacent intersection to an entrance of a key intersection does not stop passing through the key intersection, namely a first vehicle of the motorcade is just a green light when reaching a stop line of the key intersection, the phase difference needs to satisfy the formula (4):
and C is the signal period of the adjacent intersection, and is consistent with the signal period of the key intersection.
LiThe length of a road section connected with the key intersection;
v1is the overall travel speed of the fleet.
The phase difference (also called green time difference or green light starting time interval) is for two signalized intersections and refers to the difference between the starting times of green lights at the same phase of two adjacent intersections.
Step S202, determining the releasing time of the adjacent intersection according to the phase difference;
all vehicles at an entrance of a key intersection are released at time t0, and the three-turn traffic flow at the intersection connected with the entrance is released at time t 0-ti.
Step S203, calculating the release duration of the adjacent intersection by using a traffic wave correlation theory according to the release duration of all vehicles entering a certain entrance of the key intersection for one-way full traffic;
in order to ensure that the fleet completely passes through the stop line, the green light time length of each entrance direction of the key intersection is respectively equal to the release time length g of three-turn traffic flow (three traffic flows to a certain entrance of the key intersection) of the adjacent intersectioni' the relationship between satisfies the formula (5):
g’i·S＝gi·v1formula (6)
S is the saturation flow rate in vehicles queued at an adjacent intersection through the stop line, typically in units of vehicles per hour. To make the units on both sides of the equation consistent, the head space can be converted into kilometers per hour according to the average value of the head space during queuing. v. of1As overall speed of travel of the fleet, giThe release duration of each entrance at the key intersection.
And S204, sequentially releasing the vehicles within the releasing time of the adjacent intersection in a three-turn traffic flow synchronization mode.
The method of the invention is compared with the traditional four-phase control method by taking C as 60 seconds, 132 seconds and 192 seconds respectively, the traffic flow of one hour at the peak is taken as input, and the total number Q of passing vehicles at the key intersection, the maximum queuing length L and the average delay time D of the vehicles are obtained through traffic simulation software VISS IM, and the results are shown in Table 1.
Table 1 comparison of conventional timing control and one-way full-pass cooperative control simulation results at key intersections
The invention provides a traffic signal timing control method for establishing one-way full traffic at a key intersection, so that vehicles at the same entrance can be released at the same time, the traffic flow is prevented from colliding when passing through the intersection, and the safety performance of the intersection is improved. Meanwhile, all queued vehicles are released simultaneously, so that 'fair queuing' is realized, the phenomena of lane change and queue insertion of drivers are avoided, the fast traveling of the motorcade is facilitated, and the occurrence of congestion is avoided.
The invention also provides a synchronous cooperative control system for the three-turn traffic flow established at the adjacent intersection. The method comprises the steps of calculating a phase difference between a key intersection and an adjacent intersection by using a relevant parameter and a traffic wave theory, determining the release time of three traffic streams converged to a certain entrance of the key intersection by the adjacent intersection according to the phase difference, and calculating the release time of the adjacent intersection by using the traffic wave theory according to the release time of all vehicles passing through the key intersection in one way. The phenomena of queuing and overflow caused by excessive vehicles entering the road sections connected with the key intersection are effectively avoided.
The traffic simulation software VISSIM is used for simulating the actual intersection, and the simulation result shows that the control effect of the method provided by the invention is far superior to that of the traditional control method.
The above description is for the purpose of illustrating embodiments of the invention and is not intended to limit the invention, and it will be apparent to those skilled in the art that any modification, equivalent replacement, or improvement made without departing from the spirit and principle of the invention shall fall within the protection scope of the invention.
Claims (5)
1. The traffic signal control method for the key intersection and the adjacent intersections is characterized by comprising the following steps: the key intersection adopts a one-way full-traffic control method, and the adjacent intersections of the key intersection adopt a three-turn traffic flow synchronization control method;
the one-way full traffic refers to that straight traffic and left-turn traffic of one inlet of the key intersection are simultaneously released each time; the three-way traffic flow synchronization means that three-way traffic flows flowing into the same entrance way of a key intersection form a phase in adjacent intersections, and a first traffic flow turns left, a second traffic flow runs straight, and a third traffic flow turns right in the same phase, is controlled by the same signal lamp group, and is released or stopped simultaneously;
the one-way full-pass control method comprises the following steps:
s101, setting a fixed period C of a key intersection, and setting a release sequence of each inlet of the key intersection;
step S102, calculating release duration of each entrance according to the fixed period C and the length of the planned released fleet;
step S103, sequentially releasing or simultaneously stopping the straight vehicles and the left-turning vehicles at the same entrance according to the set releasing sequence of each entrance and the releasing duration of each entrance;
the control method for synchronizing the three-steering traffic flow comprises the following steps:
step S201, calculating a phase difference between one inlet of the key intersection and the adjacent intersection;
step S202, determining the releasing time of the adjacent intersection according to the phase difference;
step S203, according to the release duration of all vehicles entering a certain entrance of the key intersection for one-way full traffic, the release duration of the adjacent intersection is calculated by using a traffic wave correlation theory, so that the fleet entering the entrance lane of the key intersection at the adjacent intersection passes through the key intersection without stopping;
and S204, releasing the vehicle in a synchronous mode of the three-turn traffic flow within the releasing time of the adjacent intersection.
2. The method for controlling traffic signals at a key intersection and at an adjacent intersection according to claim 1, characterized by: the fixed period C ranges between 60 and 200 seconds.
3. The method for controlling traffic signals at a key intersection and at an adjacent intersection according to claim 2, characterized in that: the formula for calculating the release time of each import is as follows:
and are to satisfy
Wherein:
lithe length of a fleet of vehicles entering a certain entrance of the key intersection;
v1is the overall travel speed of the fleet.
4. The method for controlling traffic signals at a key intersection and at an adjacent intersection according to claim 1, characterized by: the calculation formula of the phase difference is as follows:
wherein:
Lithe length of a road section connected with the key intersection;
v1is the overall travel speed of the fleet.
5. The method for controlling traffic signals at a key intersection and at an adjacent intersection according to claim 4, characterized by: the formula for calculating the passing time of the adjacent intersection is as follows:
gi'＝gi×v1(ii)/S, wherein:
s is the saturation flow rate when the vehicles queued at the adjacent intersection pass through the stop line;
v1is the overall travel speed of the fleet;
githe release duration of each entrance at the key intersection.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911337289.5A CN111047883B (en) | 2019-12-23 | 2019-12-23 | Traffic signal control method for key intersection and adjacent intersection |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201911337289.5A CN111047883B (en) | 2019-12-23 | 2019-12-23 | Traffic signal control method for key intersection and adjacent intersection |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111047883A CN111047883A (en) | 2020-04-21 |
| CN111047883B true CN111047883B (en) | 2021-01-01 |
Family
ID=70237351
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201911337289.5A Active CN111047883B (en) | 2019-12-23 | 2019-12-23 | Traffic signal control method for key intersection and adjacent intersection |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111047883B (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111899537B (en) * | 2020-07-01 | 2023-03-28 | 山东摩西网络科技有限公司 | Intersection signal control mobile tuning device and method based on edge calculation |
| CN113066295B (en) * | 2021-03-23 | 2022-05-31 | 绵阳职业技术学院 | Traffic signal lamp control method and device |
| CN114973708A (en) * | 2022-06-28 | 2022-08-30 | 杭州海康威视数字技术股份有限公司 | Traffic signal lamp control method and device and storage medium |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101447131A (en) * | 2008-12-19 | 2009-06-03 | 华南理工大学 | Arterial road two-way green wave coordination control method in entrance single release manner |
| US8103436B1 (en) * | 2007-11-26 | 2012-01-24 | Rhythm Engineering, LLC | External adaptive control systems and methods |
| CN102637366A (en) * | 2012-04-28 | 2012-08-15 | 同济大学 | Implementation method of functional control of dynamic lane at crossing |
| CN103021195A (en) * | 2012-12-10 | 2013-04-03 | 浙江大学 | Optimization method for adjacent intersections to coordinate and control phase difference |
| CN103871256A (en) * | 2014-03-19 | 2014-06-18 | 同济大学 | Intersection passage control method achieving left turning through exit lanes |
| CN104064036A (en) * | 2014-06-19 | 2014-09-24 | 浙江大学 | Intersection traffic organization and signal timing dial method for tailgating opposite exit lane left-hand turning |
| EP2478508B1 (en) * | 2009-09-16 | 2014-12-17 | Road Safety Management Ltd | Traffic signal control system and method |
| CN105139668A (en) * | 2015-07-27 | 2015-12-09 | 东南大学 | Urban trunk road two-way green wave control optimization method based on road section speed interval |
| CN105788306A (en) * | 2016-04-20 | 2016-07-20 | 华南理工大学 | Inlet individually passing type truck road green-wave coordination design method suitable for driving speed fluctuation |
| CN107293131A (en) * | 2017-07-19 | 2017-10-24 | 公安部交通管理科学研究所 | A kind of crossroad signal Signal Phase Design method |
| CN107845271A (en) * | 2016-09-17 | 2018-03-27 | 深圳市以捷创新科技有限公司 | Plane convergence crossing |
Family Cites Families (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3975867B2 (en) * | 2002-09-05 | 2007-09-12 | 株式会社デンソー | Navigation device |
| CN101325008A (en) * | 2008-07-25 | 2008-12-17 | 浙江大学 | Dynamic bidirectional green wave band intelligent coordination control method for urban traffic trunk line |
| CN102005125B (en) * | 2010-12-10 | 2013-09-18 | 东南大学 | Discharging method of vehicles passing intersection and related design method and control system |
| CN103093633B (en) * | 2011-10-28 | 2015-06-17 | 国际商业机器公司 | Adjustment system and method of traffic signal lamps |
| CN102982688B (en) * | 2012-08-23 | 2014-10-08 | 浙江浙大中控信息技术有限公司 | Regional traffic signal control method based on arterial road coordination priority |
| CN102956111B (en) * | 2012-11-05 | 2014-12-31 | 华南理工大学 | Method for coordinating and controlling urban arterial road group |
| CN106228819B (en) * | 2016-08-18 | 2019-09-27 | 广东工业大学 | A kind of traffic signal optimization control method and device of multi-intersection |
| CN108538065B (en) * | 2018-04-24 | 2020-10-02 | 浙江工业大学 | Urban main road coordination control method based on adaptive iterative learning control |
| CN108510764B (en) * | 2018-04-24 | 2023-11-10 | 南京邮电大学 | Multi-intersection self-adaptive phase difference coordination control system and method based on Q learning |
| CN108389410B (en) * | 2018-05-04 | 2020-04-10 | 东南大学 | Intersection canalization and signal control method adopting four-phase clockwise release mode |
| CN108734973B (en) * | 2018-05-18 | 2021-04-16 | 中南大学 | Phase-signal comprehensive optimization method for trunk line bidirectional green wave |
| CN108806290B (en) * | 2018-05-30 | 2019-06-14 | 东南大学 | Dynamic bidirectional green wave control method based on traffic state judging |
| CN109035786A (en) * | 2018-10-10 | 2018-12-18 | 南京宁昱通交通科技有限公司 | A kind of traffic slot control method improving trunk roads Adjacent Intersections traffic efficiency |
| CN109191847B (en) * | 2018-10-12 | 2021-01-26 | 山东交通学院 | Self-adaptive trunk line coordination control method and system based on city gate data |
| CN110400472B (en) * | 2019-08-16 | 2020-10-09 | 浙江工业大学 | Road intersection traffic signal phase design method based on traffic flow distance |
-
2019
- 2019-12-23 CN CN201911337289.5A patent/CN111047883B/en active Active
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8103436B1 (en) * | 2007-11-26 | 2012-01-24 | Rhythm Engineering, LLC | External adaptive control systems and methods |
| CN101447131A (en) * | 2008-12-19 | 2009-06-03 | 华南理工大学 | Arterial road two-way green wave coordination control method in entrance single release manner |
| EP2478508B1 (en) * | 2009-09-16 | 2014-12-17 | Road Safety Management Ltd | Traffic signal control system and method |
| CN102637366A (en) * | 2012-04-28 | 2012-08-15 | 同济大学 | Implementation method of functional control of dynamic lane at crossing |
| CN103021195A (en) * | 2012-12-10 | 2013-04-03 | 浙江大学 | Optimization method for adjacent intersections to coordinate and control phase difference |
| CN103871256A (en) * | 2014-03-19 | 2014-06-18 | 同济大学 | Intersection passage control method achieving left turning through exit lanes |
| CN104064036A (en) * | 2014-06-19 | 2014-09-24 | 浙江大学 | Intersection traffic organization and signal timing dial method for tailgating opposite exit lane left-hand turning |
| CN105139668A (en) * | 2015-07-27 | 2015-12-09 | 东南大学 | Urban trunk road two-way green wave control optimization method based on road section speed interval |
| CN105788306A (en) * | 2016-04-20 | 2016-07-20 | 华南理工大学 | Inlet individually passing type truck road green-wave coordination design method suitable for driving speed fluctuation |
| CN107845271A (en) * | 2016-09-17 | 2018-03-27 | 深圳市以捷创新科技有限公司 | Plane convergence crossing |
| CN107293131A (en) * | 2017-07-19 | 2017-10-24 | 公安部交通管理科学研究所 | A kind of crossroad signal Signal Phase Design method |
Non-Patent Citations (8)
| Title |
|---|
| "Cooperative Traffic Control With Green Wave Coordination for Multiple Intersections Based on the Internet of Vehicles";Lien-Wu Chen等;《IEEE TRANSACTIONS ON SYSTEMS, MAN, AND CYBERNETICS: SYSTEMS》;20170731;第47卷(第7期);全文 * |
| "Real time queue length estimation for signalized intersections using travel times from mobile sensors";Xuegang (Jeff) Ban等;《Transportation Research Part C》;20110615;全文 * |
| "Traffic light based time stable geocast (T-TSG) routing for urban VANETs";Omprakash Kaiwartya等;《2013 Sixth International Conference on Contemporary Computing (IC3)》;20131231;全文 * |
| "单进口轮流放行方式的四路环形交叉口交通信号控制";徐洪峰等;《吉林大学学报（工学版）》;20140731;第44卷(第4期);全文 * |
| "基于TransModeler的非对称交通流干道绿波控制研究";金成英等;《科学技术与工程》;20111231;第11卷(第35期);全文 * |
| "基于VISSIM仿真的交叉口合流放行相位可行性分析";郭英明等;《道路交通与安全》;20100430;第10卷(第2期);全文 * |
| "小型信控环形交叉口自适应控制模型与算法";马新露等;《科学技术与工程》;20171231;第17卷(第35期);全文 * |
| "常规交叉口信号控制方案选择逻辑分析";李君羡等;《交通信息与安全》;20130531;第31卷(第5期);全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111047883A (en) | 2020-04-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111047883B (en) | Traffic signal control method for key intersection and adjacent intersection | |
| CN111383467B (en) | Left-turn lane canalization and signal design method by means of straight lane in local direction | |
| CN109035786A (en) | A kind of traffic slot control method improving trunk roads Adjacent Intersections traffic efficiency | |
| CN111932916B (en) | Control method and control system for dynamic emergency lane of urban road | |
| CN104966402A (en) | Supersaturated traffic flow intersection queue overflow prevention and control method | |
| CN111091724B (en) | Dynamic lane design and signal control method for intersection direct-driving vehicle to use opposite left-turn lane | |
| CN110349409B (en) | Method for determining intersection steering overflow by using single vehicle track | |
| CN112037540B (en) | Tidal traffic state trunk line signal coordination design method and device | |
| CN111127872B (en) | Control method of straight-right variable guide lane considering pedestrian and right-turn vehicle collision | |
| CN109191847A (en) | Adaptive Arterial Coordination Control method and system based on city bayonet data | |
| CN112562364B (en) | Traffic organization and signal timing method and system for continuous flow intersection | |
| CN114155724B (en) | Intersection traffic signal control method in Internet of vehicles environment | |
| CN114999207B (en) | Bus ecological approach guiding method in intelligent network connection environment | |
| CN110415520B (en) | Traffic wave-based trunk line coordination control method under road section construction area background | |
| CN116935673A (en) | Signal intersection vehicle passing method considering pedestrian crossing under network environment | |
| CN113066295B (en) | Traffic signal lamp control method and device | |
| CN115311868A (en) | Bus priority-based trunk line coordination control method and device | |
| CN114267189B (en) | Expressway exit ramp and junction intersection combined control method | |
| CN109615888B (en) | Reversible short lane control method based on intersection dynamic left-forbidding | |
| CN108978382B (en) | Single-pass multi-directional cooperative traffic method | |
| CN113863074A (en) | Traffic control method for relieving traffic jam at urban oversaturated intersection | |
| CN115206112B (en) | Dynamic control method for reverse variable lanes of signal intersection in network environment | |
| CN115620534B (en) | Self-adaptive dynamic green wave band method using queue length as factor | |
| CN101777256A (en) | Urban transportation highway construction method | |
| Shu et al. | Optimization of signal coordination for closely spaced intersections |
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 |