CN111915876B - Road traffic control system and control method thereof - Google Patents

Road traffic control system and control method thereof Download PDF

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Publication number
CN111915876B
CN111915876B CN201910380404.0A CN201910380404A CN111915876B CN 111915876 B CN111915876 B CN 111915876B CN 201910380404 A CN201910380404 A CN 201910380404A CN 111915876 B CN111915876 B CN 111915876B
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road
traffic
speed
line segment
branch road
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CN111915876A (en
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储诚茗
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/052—Detecting movement of traffic to be counted or controlled with provision for determining speed or overspeed
    • 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

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  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
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  • Traffic Control Systems (AREA)

Abstract

The invention provides a road traffic control system and a control method thereof. The corresponding speed limit information is obtained by detecting the traffic flow inflow speed at the upstream of the road and the traffic flow outflow speed at the downstream of the road and comparing the difference between the traffic flow inflow speed and the traffic flow outflow speed, and the speed limit information can also be prompted to the upstream vehicle.

Description

Road traffic control system and control method thereof
Technical Field
The invention relates to the technical field of traffic control, in particular to a road traffic control system and a road traffic control method.
Background
With the rapid increase of highway construction mileage and the rapid increase of motor vehicle reserves in China, the traffic demand and traffic flow of the highway are increased rapidly, the traffic pressure of the highway is increased, and the traffic capacity of part of road sections of the highway network cannot meet the existing demand. Particularly, in the traffic peak period, when the traffic demand of the highway is greater than the traffic capacity, the traffic jam of the highway is frequently caused, the traffic efficiency of the highway is reduced, and the conflict and the friction among vehicles are increased.
For example, at the location of a ramp on a highway, traffic congestion is often induced and multiple lanes are occupied due to the limited traffic capacity of the ramp. Fig. 1 is a schematic view of a vehicle jam in a driving direction from a main road to a ramp. As shown in fig. 1, when a congestion occurs at a ramp position, a lot of vehicles need to travel from a main road to a branch road, and the queuing is too long, so that on one hand, the vehicles are easy to rush to the road by using a virtual line and a real line, the queue is easy to violate the traffic order behavior, and the collision and the friction between the vehicles are easy to cause, on the other hand, lanes far away from the ramp are also occupied, so that the vehicles needing to go straight cannot pass through, and the traffic congestion condition is further aggravated.
Disclosure of Invention
The invention aims to provide a road traffic control system, which is used for relieving the condition of road congestion and avoiding the problem that a lane needing to go ahead along a main road is occupied due to the road congestion in the driving direction from the main road to a branch road.
In order to solve the technical problem, the invention provides a control system for road traffic, wherein the road comprises a main road and a branch road, and the main road is divided into at least two lanes in the same direction by a boundary on a road surface; and the control system comprises:
a first flow velocity detector for detecting a flow inflow velocity of a flow traveling from the main road to the branch road;
a second flow velocity detector for detecting a flow outflow velocity of the traffic flowing out of the branch road;
the information generation module is used for judging whether the traffic flow inflow speed is greater than the traffic flow outflow speed or not and correspondingly generating speed limit information, wherein the speed limit information comprises a speed limit value and a length value of a real line segment;
the boundary regulating and controlling module is used for regulating and controlling the boundary part close to the branch road into a solid line, and the solid line extends from the entrance of the branch road to the driving reverse direction to a length value corresponding to the solid line segment, so that the lane on one side of the solid line segment close to the branch road forms a turning lane; and the number of the first and second groups,
and the information prompt board is arranged on the main road and used for displaying speed limit information, and the information prompt board positioned at the upstream of the real line segment is started to display the speed limit information so that the vehicle can know the speed limit value and the distance value from the current position to the starting position of the real line segment.
Based on the control system for road traffic, the invention also provides a control method for road traffic, which comprises the following steps:
detecting a flow inflow speed of a traffic traveling from the main road to the branch road using a first traffic flow velocity detector, and detecting a flow outflow speed of a traffic traveling away from the branch road using a second traffic flow velocity detector;
judging whether the traffic flow inflow speed is greater than the traffic flow outflow speed or not, and correspondingly generating speed limit information, wherein the speed limit information comprises a speed limit value and a length value of a real line segment;
when the traffic inflow speed is greater than the traffic outflow speed, regulating and controlling a boundary part close to the branch road into a solid line, wherein the solid line extends from an inlet of the branch road to a driving reverse direction to a length value corresponding to the solid line segment, so that a lane on one side of the solid line segment close to the branch road forms a turning lane; and the number of the first and second groups,
and providing an information prompt board, wherein the information display board is arranged on the main road, and the information prompt board positioned at the upstream of the real line segment is started to display speed limit information so that the vehicle can know the speed limit value and the distance value from the current position to the starting position of the real line segment.
In the control system and the control method for road traffic provided by the invention, the corresponding speed limit information is obtained by acquiring the traffic flow inflow speed at the upstream of the road and the traffic flow outflow speed at the downstream of the road and comparing the difference between the traffic flow inflow speed and the traffic flow outflow speed, and the speed limit information can be further prompted to the upstream vehicle, so that the upstream vehicle can be decelerated in advance according to the speed limit value of the speed limit information, and a large number of vehicles are prevented from being gathered at the entrance of the branch road. And the boundary line can be regulated and controlled into a solid line according to the speed limit information to prohibit the vehicles from changing lanes on two sides of the solid line segment, so that when the road is congested, the vehicles on the upstream needing to be steered to the branch road can be timely changed to the steering lane, and the vehicles on the upstream needing to continuously drive along the main road can be timely changed to other lanes, thereby avoiding the congestion of a large number of vehicles needing to be steered to the branch road at the entrance of the branch road, normalizing the queuing order of the vehicles at the entrance of the branch road, avoiding the occupation of other lanes, and ensuring that the vehicles needing to continuously drive along the main road can still smoothly run.
Drawings
FIG. 1 is a schematic view of a vehicle jam in a direction of travel from a main road to a ramp;
FIG. 2 is a schematic diagram of a road traffic control system according to a first embodiment of the present invention;
FIG. 3 is a schematic road diagram of a control system with road traffic according to a first embodiment of the present invention;
fig. 4 is a flowchart illustrating a method for controlling road traffic according to a first embodiment of the present invention;
fig. 5a is a traffic diagram of a control system with road traffic in a first embodiment of the present invention, in a situation where a road is clear;
fig. 5b is a traffic diagram of the control system with road traffic according to the first embodiment of the present invention in a case of road congestion;
fig. 6 is a schematic road diagram of a control system with road passing function according to a second embodiment of the present invention.
Wherein the reference numbers are as follows:
11/11a/11b/11c/11 d-first vehicle flow rate detector;
12-a second flow rate detector;
13-an information generating module;
14-a boundary-regulation module;
15/15a/15b/15c/15 d-message board;
16-an indicator light regulation module;
21-main road;
21 a-first lane; 21 b-a second lane;
22-branch trunk;
23-traffic light.
Detailed Description
The following describes the control system for road traffic and the control method thereof in detail with reference to the accompanying drawings and specific embodiments. The advantages and features of the present invention will become more apparent from the following description. It is to be noted that the drawings are in a very simplified form and are not to precise scale, which is merely for the purpose of facilitating and distinctly claiming the embodiments of the present invention.
Example one
Fig. 2 is a schematic diagram of a road traffic control system according to a first embodiment of the present invention, and fig. 3 is a schematic diagram of a road with a road traffic control system according to a first embodiment of the present invention.
Referring specifically to fig. 3, the road includes a main road 21 and a branch road 22, and the main road 21 is divided into at least two lanes in the same direction by a boundary on a road surface. In this embodiment, the main road 21 is divided into two lanes, namely a first lane 21a and a second lane 21b, by a dividing line, wherein the first lane 21a is close to the branch road 22.
Further, the main road 21 is, for example, an expressway, and the branch road 22 is, for example, an exit ramp of the expressway. Alternatively, the road may be an urban road, the main road 21 may be, for example, a main road of the urban road, and the branch road 22 may be, for example, a sub-road of the urban road, or the branch road 22 may be a ramp connecting the main road and the sub-road, or the like.
With particular reference to fig. 2 and 3, the control system for road traffic comprises: a first flow rate detector 11, a second flow rate detector 12, an information generating module 13, a boundary regulating module 14, and an information presentation board 15.
The first flow velocity detector 11 is configured to detect a flow inflow velocity V1 of the traffic traveling from the main road 21 to the branch road 22, and the second flow velocity detector 12 is configured to detect a flow outflow velocity V2 of the traffic traveling from the branch road 22. That is, the first vehicle flow velocity detector 11 is provided at an upstream position from the main road 21 to the branch road 22 for detecting the upstream vehicle flow velocity, and the second vehicle flow velocity detector 12 is provided at a downstream position from the branch road 22 for detecting the downstream vehicle flow velocity.
It should be noted that the "flow rate" described herein is, for example: the amount of traffic passing per unit time. That is, the traffic inflow speed V1 may be a traffic volume per unit time of a vehicle that needs to travel from the main road into the branch road; and the traffic flow outflow speed V2 may be a traffic volume that travels away from the branch road per unit time.
Referring to fig. 3, in the present embodiment, a plurality of first vehicle flow velocity detectors 11 are provided, so that the corresponding first vehicle flow velocity detectors 11 can be activated according to the actual congestion condition of the vehicle. In the present embodiment, only 4 first flow velocity detectors 11 are schematically shown, which are the first flow velocity detector 11a, the first flow velocity detector 11b, the first flow velocity detector 11c, and the first flow velocity detector 11d, respectively.
Specifically, the first flow velocity detectors 11 are disposed on the main road 21 at intervals in order from the entrance of the branch road to the opposite direction of travel. That is, the first flow velocity detector 11a is disposed at the entrance of the branch road 22 and is configured to detect the flow velocity at the entrance of the branch road, and similarly, other first flow velocity detectors may be configured to detect the flow velocity at the corresponding positions. In practical applications, the partial first flow velocity detector 11 may be activated according to actual conditions, which will be described in detail later in conjunction with the length value of the solid line segment.
Referring to fig. 2, the information generating module 13 is configured to determine whether the traffic inflow speed V1 is greater than the traffic outflow speed V2, and generate speed limit information correspondingly, where the speed limit information includes a speed limit value and a length value of a real line segment.
It is understood that the information generating module 13 may be connected to the first and second flow velocity detectors 11 and 12 to receive the detected flow inflow speed V1 and the flow outflow speed V2, and compare and determine the flow inflow speed V1 and the flow outflow speed V2.
Specifically, when the traffic inflow speed V1 is greater than the traffic outflow speed V2 (i.e., V1 > V2), that is, the traffic flow required to travel from the trunk road 21 to the branch road 22 is greater than the allowable traffic flow of the branch road 22, and therefore it can be determined that the congestion phenomenon exists in the direction from the trunk road 21 to the branch road 22. At this time, the information generating module 13 may derive the congestion degree of the road according to the difference Δ V between the traffic inflow speed V1 and the traffic outflow speed V2, and obtain the corresponding speed limit information, including the speed limit value and the length value of the real line segment, based on the congestion degree of the current road. The speed limit value is lower than the current speed limit value of the road, the length value of the real line segment is greater than 0, and the length value of the real line segment can be correspondingly increased along with the increase of the difference value delta V.
On the contrary, when the traffic inflow speed V1 is equal to or less than the traffic outflow speed V2 (i.e., V1 is equal to or less than V2), that is, the traffic flow required to travel from the trunk road 21 to the branch road 22 is equal to or less than the allowable traffic flow of the branch road 22, and therefore it can be determined that there is no congestion in the direction from the trunk road 21 to the branch road 22. Based on the unobstructed road in the direction from the main road 21 to the branch road 22, at this time, the information generating module 13 may make the generated speed limit information still be the current speed limit information of the road, that is, the generated speed limit value still remains as the current speed limit value of the road, and the length value of the real line segment is equal to 0.
With continuing reference to fig. 2 and fig. 3, the boundary adjusting module 14 is configured to adjust the boundary portion near the branch road into a solid line, where the solid line extends from the entrance of the branch road 22 to the opposite direction of the driving direction to a length value corresponding to the solid line segment, so that the lane on the side of the solid line segment near the branch road forms a turning lane.
That is, in the present embodiment, the boundary line is a reticle that can realize the interconversion between the broken line and the solid line. Specifically, the boundary may be formed by, for example, an LED lamp buried under the ground, that is, the LED lamp is buried under the ground between two lanes and covered with a transparent tempered glass on the ground, and the transparent tempered glass correspondingly covers the LED lamp, so that the light source emitted by the LED lamp is displayed on the ground through the transparent tempered glass. Based on this, in this embodiment, the boundary line adjusting module 14 can adjust the switch of the LED lamp to switch between the dotted line and the solid line.
Specifically, when the flow inflow speed V1 is greater than the flow outflow speed V2, the boundary line near the branch road 22 is regulated from a broken line to a solid line, and when only one turn lane is used, the length of the solid line is equal to the length of the solid line segment, and therefore, the vehicle in the solid line segment is only likely to travel along the current lane and is not able to travel with a lane change.
And as the difference Δ V between the traffic inflow speed V1 and the traffic outflow speed V2 increases, the length value of the real line segment increases accordingly. That is, as the difference Δ V increases, a longer turning lane may be correspondingly set to alleviate the traffic jam of the lane.
It is understood that the length value of the real line segment generated by the information generating module 11 is substantially equal to the starting position of the real line segment, that is, when the solid line extends from the entrance of the branch road 22 to the starting position of the corresponding real line segment in the opposite driving direction, and the vehicle on the trunk road 21 enters the area of the solid line segment from the starting position of the real line segment, lane change driving on both sides of the real line segment cannot be performed.
And when the traffic inflow speed V1 is less than or equal to the traffic outflow speed V2, the generated speed limit value is still maintained as the current speed limit value of the road, and the length value of the solid line segment is equal to 0, that is, the boundary line near the branch road 22 is not regulated as a solid line.
In addition, as described above, in the present embodiment, a plurality of first vehicle flow velocity detectors 11 are provided, and at this time, the corresponding first vehicle flow velocity detectors 11 can be activated according to the length value of the solid line segment. Specifically, when the boundary line is regulated to the solid line, at least one first vehicle flow rate detector 11 corresponding to the solid line segment is activated to perform the detection process of the vehicle inflow speed. For example, in the solid line segment area shown in fig. 3, the 4 first vehicle flow rate detectors 11 may be all activated or partially activated.
Further, for example, only the first flow velocity detector 11 corresponding to the solid line segment and farthest from the branch road may be activated according to the length value of the solid line segment, so as to perform the detection process of the flow inflow velocity V1. That is, in the example shown in fig. 3, the first vehicle flow rate detector 11d is activated. It is considered that, when the traffic inflow speed V1 is detected, the first traffic flow velocity detector 11d farthest from the branch road is activated, so that the traffic inflow speed V1 can be acquired earlier (that is, the traffic inflow speed is acquired at a position further upstream), and the acquired traffic inflow speed V1 can be fed back to the information generating module 13 earlier, so that the information generating module 13 has enough time to generate the speed limit information, or the information generating module 13 can generate the speed limit information faster.
In addition, in an optional scheme, a plurality of fixed length values of the real line segment may be preset, and a corresponding fixed length value may be selected according to a difference range between the traffic inflow speed and the traffic outflow speed. Specifically, as the range of the difference increases, a larger fixed length value is selected. In other words, as the difference range increases, the starting position further upstream is selected to start to be converted into the turning lane, so that the control of the traffic flow at the upstream position is more facilitated, and the control process of the control system is simplified.
In this embodiment, each solid line segment of the fixed length value may correspond to one first vehicle flow rate detector 11 being activated, and as the fixed length value increases, the first vehicle flow rate detector 11 further upstream is employed.
For example, in the example shown in fig. 3, when the fixed length value of the solid line segment is 0, i.e., the boundary is not regulated to be a solid line, and both the first lane 21a and the second lane 21b normally pass, the first flow velocity detector 11a located at the entrance of the branch road can be used for detection; when the fixed length value of the real line segment is the first length value L1, the first flow velocity detector 11b located in the first length value area and farthest from the branch road is activated to detect; when the fixed length value of the real line segment is the second length value L2, the first flow velocity detector 11c located in the second length value area and farthest from the branch road is activated to detect; and when the fixed length value of the real line segment is the third length value L3, enabling the first flow velocity detector 11d located in the third length value area and farthest away from the branch road to detect. By analogy, the description is omitted here.
It should be noted that, in the case where there is road congestion in the driving direction from the main road 21 to the branch road 22, when traffic control is performed by using the control system in the present embodiment, most of the vehicles that are located upstream and need to continue to travel straight along the main road 21 may change lanes to lanes far away from the branch road (i.e., the second lane 21b) in advance; and, of the vehicles located upstream and required to turn toward the branch road 22, most of the vehicles may change the lane to a lane close to the branch road (i.e., the first lane 21a) in advance. That is, since most of the vehicles need to turn into the branch road in the area of the solid line segment, the detected flow inflow speed does not differ much from the flow inflow speed that actually needs to turn into the branch road when the detection is performed by the first flow velocity detector 11 in the area of the realization segment.
With continued reference to fig. 2 and 3, the information prompt panel 15 is provided on the trunk road 21 for displaying speed limit information, and the information prompt panel 15 located upstream of the solid line segment is enabled to display speed limit information.
The speed limit information displayed on the information prompt board 15 includes, for example, a speed limit value and a distance value from the current position to the start position of the real line segment. Further, the speed limit information may further include: and carrying out the distance value from the starting position of speed-limited driving to the current position according to the speed limit value. The distance value from the current position to the starting position of the real line segment may be the same as or different from the distance value from the current position to the starting position of the speed-limiting driving. That is, the starting position at which the vehicle starts to run at a reduced speed according to the speed limit value may be the same as or different from the starting position of the real line segment.
The speed limit information is displayed by starting the information prompt board 15 positioned at the upstream of the real line segment, so that the upstream vehicle can know the initial position of the real line segment in advance, and can drive in a lane change manner in advance according to actual requirements and perform speed reduction treatment.
Specifically, when there is no road congestion in the traveling direction from the main road 21 to the branch road 22, the current speed limit value may still be displayed on the information prompt board 15; when there is a road jam in the driving direction from the main road to the branch road, a lower speed limit value can be displayed on the information prompt board 15, so that the upstream vehicle can run at a reduced speed.
And, when there is no road congestion in the driving direction from the main road to the branch road, the information prompting board 15 may not display the related information of the real line segment, i.e. it means that the downstream boundary is not regulated to be a solid line, and the vehicle may continue to drive along the current road; when there is a road congestion condition in the driving direction from the main road to the branch road, the distance from the current position to the start position of the real line segment can be displayed on the information prompt board 15, so that the vehicle can change the road in advance according to the actual demand.
In this embodiment, a plurality of information display boards 15 are provided, and the plurality of information display boards 15 are sequentially arranged on the trunk 21 at intervals. In fig. 3, only 4 information presentation panels 15 are schematically shown, including an information presentation panel 15a, an information presentation panel 15b, an information presentation panel 15c, and an information presentation panel 15 d.
In the alternative, all or part of the message indicator panel 15 located upstream of the real line segment may be activated according to the value of the length of the real line segment (i.e. according to the starting position of the real line segment). For example, referring to fig. 3, when the length value of the real line segment corresponds to a first length value L1 or a second length value L2, then 4 information cue boards 15 may each be enabled or partially enabled; when the length value of the real line segment corresponds to the third length value L3, then the 3 most upstream message prompt boards 15 may all be enabled or partially enabled (i.e., message prompt board 15b, message prompt board 15c, and message prompt board 15d may be selected to be enabled).
As described above, the message prompt panel 15 may display the speed limit value and the distance value from the current position to the start position of the real line segment, so that in an alternative, when a plurality of message prompt panels 15 are activated at the upstream of the real line segment, the distance values displayed on the plurality of message prompt panels 15 from the upstream to the downstream direction to the start position of the real line segment are sequentially decreased.
In addition, in other schemes, there are a plurality of fixed length values of the preset real line segment, and each real line segment of the fixed length value may correspond to one message prompt board 15, and as the fixed length value increases, the message prompt board 15 further upstream is correspondingly used.
For example, referring to fig. 3, when the fixed length value of the real line segment is 0, that is, the boundary line is not regulated to be a solid line, the current speed limit information may be displayed using the most downstream information prompt panel 15 a; when the fixed length value of the real line segment is the first length value L1, the information prompt board 15b is enabled to display speed limit information; when the fixed length value of the real line segment is the second length value L2 and the third length value L3 in this order, the information cue boards 15c and 15d are enabled, respectively. By analogy, the description is omitted here.
The distance between the start position of the real line segment and the corresponding information prompt board 15 can be obtained according to the conventional speed limit value of the trunk 21 and the statistics of the traffic flow, and is not limited here.
With continued reference to fig. 2 and 3, the exit of the branch road 22 is further connected to a plurality of traffic lanes (not shown), and a traffic light 23 is provided at the exit of the branch road 22 for indicating that the vehicle stops, goes straight or turns to pass.
Based on this, in an optional scheme, the control system further comprises an indicator light regulation module 16, and the indicator light regulation module 16 is used for regulating and controlling the indicator signal of the traffic indicator light 23. By controlling the traffic light 23 to adjust the outflow speed V2 of the traffic flow of the branch road 22, the congestion condition of the branch road 22 can be further alleviated in the case of congestion of the branch road.
Specifically, when the traffic flow outflow speed V2 is greater than the traffic flow inflow speed V1(V2 > V1), that is, when there is no road congestion on the branch road 22, the traffic light 23 may be controlled by the light control module 16 to reduce the indication time of the indication signal of the departure from the branch road.
In particular, when there is a large amount of traffic between the plurality of traffic lanes, it is advantageous to reduce the traffic pressure of the traffic lanes by reducing the length of the indication time of the indication signal for driving away from the branch road 22, that is, by slowing down the speed of the vehicle merging from the branch road 22 into the traffic lane.
When the flow-out speed V2 is equal to the flow-in speed V1(V2 ═ V1), the traffic light 23 is caused to alternately display a stop indication signal, a straight-going indication signal, and a turn-to-go indication signal for the current interval period.
When the traffic flow outflow speed V2 is less than the traffic flow inflow speed V1(V2 < V1), the indication duration of the indication signal corresponding to the main flow direction is lengthened according to the main flow direction of the traffic flow in a specific congestion period. That is, when the branch road 22 has a road congestion, the indication time period of the indication signal of the main traffic direction is lengthened, which is beneficial to increase the traffic flow speed V2 of the branch road 22 and alleviate the road congestion.
For example, if it is obtained through big data statistics that the main flow direction of the vehicle that is driven away from the branch road 22 is straight running in a specific time period, the indication time period of the straight running indication signal is increased. Similarly, when the main flow direction of the vehicle departing from the branch road 22 is the turning direction, the indication time period of the turning direction indication signal is increased.
That is, in an optional scheme, the traffic flow at the upstream position can be controlled, and multiple lanes are prevented from being occupied, so that a vehicle needing to go ahead along a main road can be ensured to normally run; in addition, the vehicle flow outflow speed V2 at the downstream position can be further regulated and controlled, so that the difference between the vehicle flow inflow speed V1 and the vehicle flow outflow speed V2 is further reduced, and the road congestion condition is effectively relieved.
It should be noted that the control system for road traffic as described above may implement a periodic control process to diagnose and adjust the traffic condition of the current road in real time. Specifically, the first flow velocity detector 11 and the second flow velocity detector 12 periodically execute a detection process, the information generating module 13 periodically generates speed limit information, the boundary line regulating module 14 periodically regulates and controls a boundary line according to the speed limit information, and the information prompt board 15 periodically displays the speed limit information. Of course, in this embodiment, the indication lamp control module 16 may also be used to periodically control the indication state of the traffic indication lamp 23.
In this embodiment, since real-time detection and real-time regulation of road traffic are possible, when a road is congested (i.e., V1 > V2), the difference between the traffic inflow speed V1 and the traffic outflow speed V2 may be reduced by real-time regulation, for example, the traffic inflow speed may be finally adjusted to be equal to the traffic outflow speed, i.e., V1 — V2.
The following describes a control method for road traffic using the control system based on the control system for road traffic described above in detail. Fig. 4 is a schematic flow chart of a control method for road traffic in a first embodiment of the present invention, fig. 5a is a schematic traffic diagram of a control system with road traffic in a first embodiment of the present invention in a case of a clear road, and fig. 5b is a schematic traffic diagram of the control system with road traffic in a first embodiment of the present invention in a case of a congested road.
As shown in fig. 2 to 4 and 5a to 5b, the method for controlling the road traffic includes the following steps.
In step S100, a flow inflow speed V1 of the vehicle traveling from the main road 21 to the branch road 22 is acquired by the first flow velocity detector 11, and a flow outflow speed V2 of the vehicle traveling from the branch road 22 is acquired by the second flow velocity detector 12.
In fig. 5a and 5b, only two lanes are schematically shown, and when there is a congestion phenomenon in the driving direction from the main lane 21 to the branch lane 22, the first lane 21a close to the branch lane is used to form a turning lane, and the second lane 21b far from the branch lane is still used to form a straight lane. Based on this, the detection range of the first flow velocity detector 11 covers only one lane, so that the first flow velocity detector 11 can detect only the flow inflow speed V1 of the first lane 21 a.
Step S200, determining, by using the information generating module 13, whether the traffic inflow speed V1 is greater than the traffic outflow speed V2, and correspondingly generating speed limit information, where the speed limit information includes a speed limit value and a length value of a real line segment.
Referring to fig. 5a, when the traffic inflow speed V1 is less than or equal to the traffic outflow speed V2, that is, in a case where there is no congestion on the road, the generated speed limit value is still the current speed limit value of the road, and the length value of the generated real line segment is 0, that is, the boundary is not regulated to be a solid line.
When the traffic inflow speed V1 is greater than the traffic outflow speed V2, that is, in the case where there is congestion on the current road, the generated speed limit value is lower than the current speed limit value of the road, and the length value of the generated real line segment is greater than 0. The traffic control in the case of road congestion will be described in detail in the following steps.
In step S310, when the traffic inflow speed V1 is greater than the traffic outflow speed V2, the boundary portion near the branch road 22 is regulated by the boundary regulating module 14 to be a solid line, and the solid line extends from the entrance of the branch road 22 to the length corresponding to the solid line segment, so that the lane on the side of the solid line segment near the branch road 22 forms a turning lane.
Step S320, starting the information prompt board 15 located at the upstream of the real line segment to display the speed limit information, so that the upstream vehicle can know the speed limit value and the distance value from the current position to the starting position of the real line segment.
It should be noted that, when the road is congested with smooth and gradual road route (that is, the difference between the traffic inflow speed V1 and the traffic outflow speed V2 is gradually increased), the length value of the generated real line segment is also gradually increased, so that the problem that the vehicle that has already entered the area of the solid line segment needs to change the road and cannot change the road is generally avoided.
For example, when congestion starts to occur, the congested vehicles gather at the entrance of the branch road, and the length of the real line segment is short, so that the vehicle that is about to approach the branch road and needs to continue traveling along the main road can change the lane to the second lane 21b in time after being prompted by the information prompt board 15 without being affected by the real line segment. Similarly, since the length of the real line segment is shorter, the vehicle approaching the branch road and needing to turn to the branch road 22 can be timely changed to the first lane 21a via the prompt of the information prompt board 15. As the congestion degree gradually increases, the length of the queued vehicle gradually increases, and the length value of the current real line segment is also increased on the basis of the length value of the last real line segment, so that the situation that the vehicle which has already entered the area of the solid line segment needs to change lanes does not occur in a normal situation.
Referring to fig. 5b, in a case of a road congestion, the boundary portion is regulated to be a solid line, the queued vehicles needing to be steered to run are queued in the solid line segment along the trunk road 21, and the vehicles approaching the queued vehicles can obtain speed limit information through the information prompt board 15, so that lane change and speed reduction can be performed in advance. As shown in fig. 5b, by the management and control of the solid line segment, the second lane 21b, which is not used for constituting the turning lane, can be kept in the open state without being affected by the first lane 21 a.
Further, the length value of the solid line segment may cover the queued vehicle, that is, the start position of the solid line segment may be adjusted and controlled to the upstream of the queued vehicle to reserve a redundant interval, and the redundant interval may allow a subsequent vehicle to continue to enter the solid line segment area. And the detection point of the enabled first vehicle flow velocity detector 11 is also located upstream of the queued vehicle, that is, the detection point of the enabled first vehicle flow velocity detector 11 corresponds to the redundant interval, so that vehicles entering the implementation section area subsequently can be sensed, and the detection result of the detected vehicle flow inflow velocity V1 can accurately reflect the vehicle flow required to travel from the main road to the branch road.
With continuing reference to fig. 4, in an optional aspect, the method for controlling road traffic further includes: and the indicating lamp regulation and control module 16 is used for controlling the indicating signals of the traffic indicating lamps 23 positioned at the exit of the branch roads.
Specifically, as shown in fig. 5a, when the traffic flow outflow speed V2 is greater than or equal to the traffic flow inflow speed V1(V2 is greater than or equal to V1), that is, there is no congestion in the smooth road of the branch road 22, at this time, the traffic light 23 may alternately display stop indication information, a straight indication signal and a turn indication signal according to a preset interval duration.
Optionally, when the traffic flow outflow speed V2 is greater than the traffic flow inflow speed V1(V2 > V1), the traffic indicator may be further adjusted according to the traffic condition at the exit position of the branch road.
For example, a plurality of traffic lanes are connected to the exit of the branch road, and a large traffic flow rate exists between the plurality of traffic lanes, based on which, when V2 > V1, then step S430 may be performed: the traffic light 23 is controlled to reduce the vehicle discharge amount of the branch road 22, that is, to reduce the indication time of the indication signal flowing from the branch road 22 to the plurality of traffic lanes, thereby relieving the traffic pressure of the plurality of traffic lanes.
And when the traffic flow-out speed V2 is equal to the traffic flow-in speed V1(V2 ═ V1), then step S420 may be performed: the traffic light 23 is kept in the current indication state.
Further, when the traffic flow-out speed V2 is less than the traffic flow-in speed V1(V2 < V1), that is, the road of the branch road 22 is congested, then step S410 may be executed: and according to the main traffic direction of the traffic flow in a specific congestion period, lengthening the indication duration of the indication signal corresponding to the main traffic direction.
Specifically, the main circulation direction of the vehicle driven away by the branch road 22 in a specific time period can be obtained through big data statistics, and taking the main circulation direction as a steering driving example, the duration of the steering passing indication signal can be prolonged, so that the vehicle in the branch road 22 can drive away from the branch road at a faster outflow speed, and the congestion condition of the branch road 22 is relieved.
With reference to fig. 4, in the method for controlling road traffic in this embodiment, the detection process of the traffic flow speed may be periodically executed, so that the speed limit information may be periodically adjusted, and further, the control may be performed in real time according to the current road traffic condition.
That is, in the control method, when V1 is V2, and after step S420 is executed, step S100 and step S200 are executed again in a loop; likewise, when V1 < V2, and after step S430 is performed, step S100 and step S200 are cyclically performed again; and when V1 > V2, and after executing step S310, step S320 and step S410, returning to execute step S100 and step S200 again, and repeating the steps in a circulating way.
Example two
The difference from the first embodiment is that the road traffic control system and the control method thereof in the present embodiment can also be applied to roads having more than 2 lanes in the same direction on the main road.
Fig. 6 is a schematic road diagram of a control system with road passing function according to a second embodiment of the present invention. As shown in fig. 6, the main road 21 is divided into n lanes in the same direction by a boundary on the road surface, where n is a positive integer greater than or equal to 2. In this embodiment, 4 lanes in the same direction are illustrated.
And, in the road traffic control system of the embodiment, the information generating module 13 may also be configured to generate the length value of the real line segment (i.e. the theoretical length value L of the real line segment)S1) Further comparing with a length threshold Lx.
When the length value of the real line segment (i.e., the theoretical length value L of the real line segment)S1) And when the length is less than or equal to the length threshold Lx, converting the 1 lane closest to the branch road into a turning lane.
Specifically, when the theoretical length value L of the real line segment is setS1When the length is less than or equal to the length threshold Lx, that is, the queuing length of the vehicles that are queued up on the main road and enter the branch roads is still within the allowable range, and at this time, even if only a single lane is used as the turning lane, the current demand can be satisfied.
However, when the theoretical length value L of the real line segment is setS1When the length is greater than the length threshold Lx, that is, the number of vehicles currently needing to be steered is large, the queuing length is long when only a single lane is adopted as a steering lane, and the main lane has a plurality of lanes in the same direction, so that the traffic flow of the main lane can be further judged, the number of the steering lanes can be further increased under the condition that the main lane is not congested, and the queuing length of the vehicles is prevented from being too long.
Specifically, when the length value of the real segment is greater than the length threshold, the information generating module may be further used to compare an upstream traffic flow V3 at an upstream position of the entrance of the trunk road and continuously traveling along the trunk road with a downstream traffic flow V4 at a downstream position of the entrance of the trunk road.
Wherein the upstream traffic flow velocity V3 may be a traffic volume at a position upstream of the branch road entrance of a vehicle that needs to continue traveling along the main road per unit time (i.e., a traffic volume per unit time at a position upstream of the branch road entrance on the non-steered lane); and, the downstream traffic flow velocity V4 may be a traffic volume of a vehicle that continues to travel along the main road in a unit time, that travels away from the branch road entrance at a position downstream of the branch road entrance (i.e., a traffic volume per unit time that travels away from the branch road entrance from the non-steering lane).
It should be appreciated that a flow velocity detector may be installed on each lane of the main road for obtaining an upstream flow velocity V3 of the non-steering lane on the main road and a downstream flow velocity V4 of the traffic coming from the non-steering lane away from the entrance of the branch road. When the upstream traffic flow velocity V3 of the main road is detected, a traffic flow velocity detector close to the branch road and corresponding to the non-steering lane can be used for detecting, so as to ensure that the acquired upstream traffic flow velocity V3 is the flow velocity of the vehicle which needs to continuously travel along the main road and does not need to be steered to the branch road.
For example, reference may be made to fig. 6, in which fig. 6 only illustrates the flow velocity detectors on two lanes, namely: a first flow velocity detector (including a flow velocity detector 11b/11c/11d/11e/11f) corresponding to a turning lane; a first flow velocity detector (including flow velocity detectors 11b '/11 c '/11 d '/11 e '/11 f ') corresponding to an upstream position of the non-steered lane; and a second flow rate detector 12' on the trunk at a position downstream of the entrance of the branch road.
Further, when the lane of the main road is divided into a turning lane and a non-turning lane by using a solid line, the traffic flow velocity detectors corresponding to the turning lane and the non-turning lane may be activated. For example, referring to fig. 6, the first flow velocity detector 11e may be activated to detect the flow inflow velocity V1 of the turning lane, the first flow velocity detector 11e 'may be activated to detect the upstream flow velocity V3 of the non-turning lane, and the second flow velocity detector 12' may be activated to detect the downstream flow velocity V4 of the trunk road.
When the upstream traffic flow velocity V3 is not greater than the downstream traffic flow velocity V4, it means that there is no congestion in the area corresponding to the branch road on the current main road. Further, if the upstream flow velocity V3 is still less than a set flow velocity value, the turning lanes on the main road may be increased.
The set flow rate value is, for example, a critical flow rate value that is greater than the main road from smooth to congested. Further, the set flow rate value is, for example, X times the critical flow rate value, and X is greater than 1.5.
Specifically, on the main road, when the upstream traffic flow velocity V3 is not greater than the downstream traffic flow velocity V4 and the upstream traffic flow velocity V3 is still less than a set flow velocity value, it means that the main road is currently smooth, and even in the case of one lane reduction, the current traffic condition of the main road can be maintained, and based on this, the lane close to the branch road on the main road can be continuously switched to the turning lane, thereby increasing the number of turning lanes.
It should be appreciated that even if the number of turn lanes is increased, lanes for continuing along the main road remain on the main road.
For example, m lanes near the branch road are all converted into turning lanes, where m is a positive integer smaller than n. The boundary adjusting and controlling module 14 can adjust and control the boundary for separating the m-th lane and the m + 1-th lane into a solid line, and at this time, the m lanes located on the side of the solid line segment close to the branch lane all form a turning lane. For example, in the example shown in fig. 6, 2 lanes close to the branch road are converted into a turning lane, and the boundary adjusting and controlling module 14 adjusts the boundary for separating the 2 nd lane and the 3 rd lane to be implemented, where the 2 lanes on the side of the solid line segment close to the branch road all constitute the turning lane.
Optionally, when all the m lanes close to the branch lane are converted into the turning lanes, the actual length value L of the real line segment regulated and controlled by the boundary regulation and control module 14S2A theoretical length value L which may correspond to said real line segmentS11/m times of the total amount of the active carbon. Taking FIG. 6 as an example, the actual length value L of the real line segmentS2I.e. equal to the theoretical length value L of the real line segmentS1To reduce the length of the queue of queued vehicles.
In this embodiment, when m lanes are used to form a turning lane, the first flow velocity detector 11 is correspondingly configured to detect the flow inflow velocity V1 of the m lanes. At this time, for example, the first flow velocity detector 11 may be correspondingly mounted on each lane, so that the corresponding first flow velocity detector 11 may be activated to detect the flow velocity of the traffic turning to the lane.
In addition, in other schemes, when the number of the turning lanes on the main road is equal to the number of the lanes of the branch road, the number of the turning lanes is not increased, namely, the number of the turning lanes is controlled to be less than or equal to the number of the lanes of the branch road.
In summary, in the control system and the control method for road traffic provided by the present invention, by obtaining the traffic inflow speed and the traffic outflow speed, and comparing the traffic inflow speed and the traffic outflow speed, a corresponding speed limit value and a length value of a real segment can be generated, so that an upstream vehicle can be prompted to run at a reduced speed, and a corresponding boundary line is regulated and controlled to be a solid line according to the length value of the real segment by using a boundary line regulating and controlling module, so as to prohibit the vehicle from changing lanes on two sides of the real segment.
Namely, at the entrance close to the branch road, because the vehicles in other lanes can not change to the turning lane, the vehicles needing to turn need to enter the solid line segment area in advance, so that the problem that other lanes are occupied can be avoided, and the queuing order of the vehicles during road congestion can be normalized; and moreover, as other lanes can be prevented from being unoccupied, the vehicles which need to continue to move along the main road can still run smoothly.
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. For the system disclosed by the embodiment, the description is relatively simple because the system corresponds to the method disclosed by the embodiment, and the relevant points can be referred to the method part for description.
The above description is only for the purpose of describing the preferred embodiments of the present invention, and is not intended to limit the scope of the present invention, and any variations and modifications made by those skilled in the art based on the above disclosure are within the scope of the appended claims.

Claims (10)

1. A control system for road traffic is characterized in that the road comprises a main road and a branch road, and the main road is divided into at least two lanes in the same direction by a boundary on a road surface;
wherein the control system comprises:
a first flow velocity detector for detecting a flow inflow velocity of a flow traveling from the main road to the branch road;
a second flow velocity detector for detecting a flow outflow velocity of the traffic flowing out of the branch road;
the information generation module is used for judging whether the traffic flow inflow speed is greater than the traffic flow outflow speed or not and correspondingly generating speed limit information, wherein the speed limit information comprises a speed limit value and a length value of a real line segment;
the boundary regulating and controlling module is used for regulating and controlling the boundary part close to the branch road into a solid line, and the solid line extends from the entrance of the branch road to the driving reverse direction to a length value corresponding to the solid line segment, so that the lane on one side of the solid line segment close to the branch road forms a turning lane; and the number of the first and second groups,
and the information prompt board is arranged on the main road and used for displaying speed limit information, and the information prompt board positioned at the upstream of the real line segment is started to display the speed limit information so that the vehicle can know the speed limit value and the distance value from the current position to the starting position of the real line segment.
2. The system as claimed in claim 1, wherein the first flow velocity detector and the second flow velocity detector periodically perform a detection process, the information generating module periodically generates speed limit information, the boundary line regulating module periodically regulates the boundary line according to the speed limit information, and the information prompt board periodically displays the speed limit information.
3. The control system for road passage according to claim 1, wherein the control system has a plurality of the first vehicle flow velocity detectors arranged in sequence along the trunk road, and when the demarcation line portion is regulated to be a solid line, at least one first vehicle flow velocity detector corresponding to the solid line portion is used to perform a detection process of a vehicle inflow velocity.
4. The control system for road passage according to claim 1, wherein a traffic light is provided at an exit of the branch road for indicating stop, straight or turn passage of a vehicle; the control system also comprises an indicator light regulation and control module, and the indicator light regulation and control module is used for regulating and controlling the indicating signal of the traffic indicator light; wherein,
when the traffic flow outflow speed is greater than the traffic flow inflow speed, reducing the indication duration of the indication signal of driving away from the branch road;
when the traffic flow outflow speed is equal to the traffic flow inflow speed, the traffic indicator lamp is kept at the current interval duration to alternately display a stop indication signal, a straight-going indication signal and a turning passing indication signal; and the number of the first and second groups,
and when the traffic flow outflow speed is smaller than the traffic flow inflow speed, lengthening the indication duration of the indication signal corresponding to the main traffic direction according to the main traffic direction of the traffic flow in a specific congestion period.
5. The road traffic control system according to any one of claims 1 to 4, wherein the main road is divided into a plurality of lanes in the same direction by a boundary line on a road surface;
the information generation module is also used for comparing the length value of the real line segment with a length threshold value;
when the length value of the real line segment is less than or equal to the length threshold value, converting the 1 lane closest to the branch road into a turning lane;
when the length value of the solid line segment is greater than the length threshold value, the information generation module is further configured to compare an upstream traffic flow rate at an upstream position of the branch road entrance and continuing to travel along the main road with a downstream traffic flow rate at a downstream position of the branch road entrance along the main road, and increase a turning lane on the main road when the upstream traffic flow rate is not greater than the downstream traffic flow rate and the upstream traffic flow rate is less than a set flow rate value.
6. A road traffic control method is characterized in that the road comprises a main road and a branch road, and the main road is divided into at least two lanes in the same direction by a boundary on a road surface;
wherein the control method comprises the following steps:
detecting a flow inflow speed of a traffic traveling from the main road to the branch road using a first traffic flow velocity detector, and detecting a flow outflow speed of a traffic traveling away from the branch road using a second traffic flow velocity detector;
judging whether the traffic flow inflow speed is greater than the traffic flow outflow speed or not, and correspondingly generating speed limit information, wherein the speed limit information comprises a speed limit value and a length value of a real line segment;
when the traffic inflow speed is greater than the traffic outflow speed, regulating and controlling a boundary part close to the branch road into a solid line, wherein the solid line extends from an inlet of the branch road to a driving reverse direction to a length value corresponding to the solid line segment, so that a lane on one side of the solid line segment close to the branch road forms a turning lane; and the number of the first and second groups,
and providing an information prompt board, wherein the information display board is arranged on the main road, and the information prompt board positioned at the upstream of the real line segment is started to display speed limit information so that the vehicle can know the speed limit value and the distance value from the current position to the starting position of the real line segment.
7. The method for controlling road traffic according to claim 6, wherein the method for controlling road traffic is to periodically detect the traffic inflow speed and the traffic outflow speed, and periodically regulate the speed limit value and the length value of the real line segment.
8. The method for controlling passage of a road according to claim 6, wherein a plurality of the first vehicle flow velocity detectors are provided on the trunk road, and when the demarcation line portion is regulated to the solid line, a process of detecting a vehicle flow inflow speed is performed corresponding to at least one of the first vehicle flow velocity detectors in the solid line segment.
9. The control method of road passage according to any one of claim 6, wherein the exit of the branch road is provided with a traffic light for indicating that the vehicle stops, goes straight or turns to pass;
and, the control method further comprises:
when the traffic flow outflow speed is greater than the traffic flow inflow speed, reducing the indication duration of the indication signal of driving away from the branch road;
when the traffic flow outflow speed is equal to the traffic flow inflow speed, the traffic indicator lamp is kept at the current interval duration to alternately display a stop indication signal, a straight-going indication signal and a turning passing indication signal;
and when the traffic flow outflow speed is smaller than the traffic flow inflow speed, lengthening the indication duration of the indication signal corresponding to the main traffic direction according to the main traffic direction of the traffic flow in a specific congestion period.
10. The method for controlling road passage according to any one of claims 6 to 9, wherein the main road is divided into a plurality of lanes in the same direction by a boundary line on a road surface;
and, the control method further comprises:
setting a length threshold, and comparing the length value of the real line segment with the length threshold;
when the length value of the real line segment is less than or equal to the length threshold value, converting the 1 lane closest to the branch road into a turning lane;
when the length value of the solid line segment is larger than the length threshold value, comparing the upstream traffic flow rate which is positioned at the upstream position of the branch road entrance and continuously runs along the main road with the downstream traffic flow rate which runs to the downstream position of the branch road entrance along the main road, and increasing the turning lane on the main road when the upstream traffic flow rate is not larger than the downstream traffic flow rate and the upstream traffic flow rate is smaller than a set flow rate value.
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