CN113299080A - Signal real-time optimization method based on intersection traffic state - Google Patents
Signal real-time optimization method based on intersection traffic state Download PDFInfo
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- G08G1/00—Traffic control systems for road vehicles
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- G—PHYSICS
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- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
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- G08G1/0129—Traffic data processing for creating historical data or processing based on historical data
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/07—Controlling traffic signals
- G08G1/08—Controlling traffic signals according to detected number or speed of vehicles
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
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- G08G1/085—Controlling traffic signals using a free-running cyclic timer
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Abstract
The invention discloses a signal real-time optimization method based on intersection traffic state, which determines intersection signal timing parameters according to intersection channelized information and historical traffic flow information. And calculating the phase switching point of each second in the phase operation process according to the traffic passing states of all the flow directions of the intersection. And judging whether to end the current phase or not according to the phase switching point of each second and the traffic state of the green light flow direction at the intersection. According to the signal optimization method, intersection signals can be optimized in real time, and intersection space-time resources are utilized to the maximum extent.
Description
Technical Field
The invention relates to a signal real-time optimization method based on intersection traffic state, and belongs to the technical field of intersection signal timing.
Background
The intersection is a collecting and distributing place of the urban traffic flow in a road network, and is also a main place for generating vehicle delay, additional fuel consumption and tail gas emission, and the intersection signal control is a direct means and a main measure for regulating and managing the urban traffic flow. The method has the advantages that the traffic capacity and the service level of the intersection can be effectively improved by adopting a scientific and efficient intersection signal control strategy, and further, the method has important significance for improving the trunk signal control efficiency and the road network vehicle bearing capacity.
The research of the traffic signal control system in China starts from the 70 s of the 20 th century, and the signal control modes adopted by cities in China currently comprise three major types, namely fixed timing, induction type and self-adaptive control. Fixed timing signal control is the earliest control mode adopted by signal intersections, and is still the signal timing mode adopted by most urban intersections in China at present. Because the traffic flow has randomness, although the timing signal control can be carried out based on the running state of the intersection, the timing scheme cannot be adjusted in real time according to the real-time change of the traffic flow, and the control universality and the robustness are both at a lower level. The inductive signal control is a control method based on a vehicle detector and a phase switching rule, essentially belongs to a passive response control method, and has better applicability only at intersections which do not reach a saturation state. The adaptive signal control can respond to the change condition of the traffic flow in real time, depends on an accurate traffic prediction model and a control strategy, and has few cases applied to the field at present.
The current intersection signal control strategy has the following problems:
(1) crossing signal timing is mainly fixed timing, manual experience adjustment is assisted, data utilization rate is low, and the degree of scientification and refinement is low;
(2) intersection signal optimization is mainly based on a single traffic flow index, mainly comprises section flow and inlet road queuing length, and cannot be accurately suitable for intersection traffic passing states;
(3) optimization target differences of the intersections in different traffic states are not fully considered in intersection signal optimization, and real control requirements of actual intersections are not met;
(4) the existing signal real-time optimization method is mainly used for testing a simulation road network, and the accuracy and reliability of the simulation road network are not verified at a real intersection.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: the signal real-time optimization method based on the intersection traffic state is provided, data are collected in real time based on the intersection, different phase switching conditions are set under different traffic states, and time-space resources of the intersection are fully utilized.
The invention adopts the following technical scheme for solving the technical problems:
a signal real-time optimization method based on intersection traffic passing states comprises the following steps:
step 2, aiming at the current phase, calculating the phase switching point of each second in the current phase operation process according to the traffic passing states of all the flow directions of the intersection;
step 3, judging whether to enter the next second of the current phase or to end the current phase according to the phase switching point of each second and the traffic state of the green light flow direction of the intersection, and switching to the next phase;
step 4, if the current phase is entered into the next second, continuing to judge according to the phase switching point of the next second and the traffic state of the green light flow direction at the intersection; if the current phase is ended, switching to the next phase and returning to the step 2.
As a preferred embodiment of the present invention, the specific process of step 2 is as follows:
setting a current phase to comprise at least one flow direction, calculating a flow direction switching point corresponding to each flow direction, and summing all the flow direction switching points to obtain a phase switching point;
when a certain flow direction is a green light, the flow direction switching branch of the flow direction in each second in the current phase operation process is 0;
when a certain flow direction is a red light, calculating a flow direction switching point of the flow direction in each second in the current phase operation process according to an intersection traffic state, wherein the intersection traffic state comprises a vehicle arrival state and a vehicle queuing length, the vehicle arrival state is determined by a vehicle arrival state detector, and the vehicle queuing length is determined by a vehicle queuing length detector;
the flow direction switching when the flow direction is the red light is divided into: in the 1 st second of the current phase operation, the flow direction switching of the flow direction is divided into 0; in the t second of the current phase operation, if the occupancy of the vehicle queue length detector is equal to 1 and the flow direction switching in the t-1 second is equal to 0, the flow direction switching point in the t second is equal to 1, otherwise, the flow direction switching point in the t second is still equal to 0; and in the tth second of the current phase operation, if the occupancy rate of the vehicle reaching the state detector is greater than 0.8 and the flow direction switching point of the tth-1 second is greater than or equal to 1, the flow direction switching point of the tth second is equal to 2, otherwise, the flow direction switching point of the tth second is still equal to 1, and t is greater than or equal to 2.
As a preferable aspect of the present invention, the vehicle arrival state detector is located at a starting point of a channelized section of the intersection entrance lane, and the vehicle queuing length detector is located at a middle point of the channelized section of the intersection entrance lane.
As a preferred embodiment of the present invention, the specific process of step 3 is as follows:
step 31, when the real-time green light time is equal to the minimum green light time, starting to judge whether the real-time green light time is less than the maximum green light time, if so, entering step 32, otherwise, entering step 39;
step 32, judging whether the real-time phase switching score is larger than 1.5N, if so, entering step 33, otherwise, entering step 34;
step 33, judging whether the occupancy of the vehicle queue length detector is greater than 0.8, if so, entering step 38, otherwise, entering step 39;
step 34, judging whether the real-time green light time is less than the reference green light time, if so, entering step 35, otherwise, entering step 36;
step 35, judging whether the occupancy of the vehicle queuing length detector is greater than 0.6 or whether the occupancy of the vehicle arrival state detector is greater than 0.6, if so, entering step 38, otherwise, entering step 39;
step 36, judging whether the real-time phase switching score is greater than or equal to N, if so, entering step 39, otherwise, entering step 37;
step 37, judging whether the occupancy of the vehicle queue length detector is equal to 1, if so, entering step 38, otherwise, entering step 39;
step 38, continuing the current phase, entering the next second, and returning to the step 31;
and step 39, ending the current phase and switching to the next phase.
Compared with the prior art, the invention adopting the technical scheme has the following technical effects:
1. the invention divides the real-time green light time into two conditions of being more than the reference green light time and being less than the reference green light time, sets different real-time phase switching conditions based on the vehicle queuing length and the vehicle arrival state, and fully utilizes the space-time resources at the intersection.
2. The invention provides the concepts of the flow direction switching branch and the phase switching branch, quantifies the release requirement of the phase to be released, and provides a real-time and reliable basis for the switching action of the current release phase.
3. The invention utilizes two real-time data acquisition of the intersection entrance lane, including the vehicle queuing length and the vehicle arrival state, to more truly and comprehensively reflect the traffic passing state of the intersection, and the signal real-time optimization on the basis better meets the actual intersection timing requirement.
Drawings
FIG. 1 is a block flow diagram of the present invention.
Fig. 2 is a phase switching logic diagram of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
The invention inputs the signal timing parameters of the intersection according to the real channelized condition of the intersection entrance lane and the layout condition of the detectors. And at the red light stage of each phase, calculating the flow direction switching scores of all flow directions contained in the phase according to the vehicle queuing length and the vehicle arrival state of the lane contained in the phase, and adding all the flow direction switching scores to obtain the phase switching scores. And in the phase green light stage, judging whether to switch into the next phase once every second according to the real-time green light time, the phase switching point and the vehicle arrival state. Therefore, intersection signals are optimized in real time, and intersection space-time resources are utilized to the maximum extent.
Interpretation of terms:
and (3) intersection traffic passing state: the traffic state of the intersection entrance lane is obtained by monitoring data in real time by the intersection entrance lane detector.
Phase, one or several traffic streams get exactly the same signal light color display at any time during a signal period, and their consecutive timing of getting different light colors (green, yellow, full red) is called a signal phase.
And the flow direction switching branch is obtained according to the red light and green light stages of the intersection where the flow direction is located and the traffic state of the inlet road of the intersection where the flow direction is located.
And the phase switching part is obtained by adding all the flow direction switching parts at the intersection and is used as a basis for judging whether the intersection is switched to the next phase or not when signal timing is carried out at the intersection.
As shown in fig. 1, a flow chart of a signal real-time optimization method based on intersection traffic status of the present invention is as follows:
s1, according to intersection channelized information and historical traffic flow information, determining the number N of phases included in intersection signal timing, and simultaneously determining a signal timing parameter corresponding to each phase, and a reference green light time length, a maximum green light time length and a minimum green light time length corresponding to each phase. The method specifically comprises the following steps:
s11, according to intersection channelized information and historical traffic flow information, intersection signal timing is designed, the number N of phases included in the intersection signal timing is determined, and corresponding reference timing parameters including reference green light duration, maximum green light duration and minimum green light duration of each phase are input and used as the constraint of intersection signal real-time optimization.
S12 the crossing traffic state is obtained by the detector of the crossing entrance, the index of the crossing traffic state includes the vehicle arrival state and the vehicle queue length, the detecting point of the vehicle arrival state is near the starting point of the crossing entrance channelized section, the detecting point of the vehicle queue length is near the middle point of the crossing entrance channelized section.
S2, aiming at the current phase, according to the traffic passing states of all the flow directions at the intersection, the phase switching point of each second in the current phase operation process is calculated. The method comprises the following steps:
s21 sets the current phase to include at least one flow direction, calculates a flow direction switching point corresponding to each flow direction, and sums all the flow direction switching points to obtain a phase switching point.
S22 shows that when a certain flow direction is green, the flow direction switching score is 0 every second during the current phase operation.
S23, when a certain flow direction is red light, the flow direction switching point of the flow direction in each second in the current phase operation process is calculated according to the intersection traffic state, wherein the intersection traffic state comprises the vehicle arrival state and the vehicle queuing length, the vehicle arrival state is determined by the vehicle arrival state detector, and the vehicle queuing length is determined by the vehicle queuing length detector.
The flow direction switching when the flow direction is the red light is divided into: in the 1 st second of the current phase operation, the flow direction switching of the flow direction is divided into 0; in the t second of the current phase operation, if the occupancy of the vehicle queue length detector is equal to 1 and the flow direction switching in the t-1 second is equal to 0, the flow direction switching point in the t second is equal to 1, otherwise, the flow direction switching point in the t second is still equal to 0; and in the tth second of the current phase operation, if the occupancy rate of the vehicle reaching the state detector is greater than 0.8 and the flow direction switching point of the tth-1 second is greater than or equal to 1, the flow direction switching point of the tth second is equal to 2, otherwise, the flow direction switching point of the tth second is still equal to 1, and t is greater than or equal to 2.
S3 determines whether to enter the next second of the current phase or to end the current phase according to the phase switching point of each second and the traffic state of the green light flow at the intersection, and switches to the next phase. The phase switching logic is shown in fig. 2 and includes the following:
s31, when the real-time green light time is equal to the phase minimum green light time, starting to judge whether the real-time green light time is less than the phase maximum green light time, if so, entering S32, otherwise, entering S39;
s32, judging whether the real-time phase switching score is larger than 1.5N, if so, entering S33, otherwise, entering S34;
s33, judging whether the occupancy of the vehicle queue length detector is larger than 0.8, if so, entering S38, otherwise, entering S39;
s34, judging whether the phase operation time is less than the reference green light time, if so, entering S35, otherwise, entering S36;
s35, judging whether the occupancy of the vehicle queuing length detector is greater than 0.6 or whether the occupancy of the vehicle arrival state detector is greater than 0.6, if so, entering S38, otherwise, entering S39;
s36, judging whether the real-time phase switching score is larger than or equal to N, if so, entering S39, otherwise, entering S37;
s37, judging whether the occupancy of the vehicle queue length detector is equal to 1, if so, entering S38, otherwise, entering S39;
s38, continuing the current phase, entering the next second, and returning to S31;
s39 ends the current phase and switches to the next phase.
S4, if the current phase is entered into the next second, switching the traffic state of the branch and the intersection according to the phase of the next second, and continuing to judge; if it is the end of the current phase, the next phase is switched to and the process returns to S2.
Example (b):
in the embodiment, a clear-route-suitable-route intersection in the Wuxi city of Jiangsu province is taken as an object, and the traffic passing state of the intersection is obtained from the vehicle queuing state and the vehicle arrival state monitored by the video detector of the intersection entrance lane. The optimization effect obtained by adopting the signal real-time optimization method based on the intersection traffic state provided by the invention is shown in the table 1 together with the original fixed timing scheme.
TABLE 1 index comparison table for real-time optimization scheme and fixed timing scheme
From the results given in table 1, it can be seen that each index of the intersection traffic state-based signal real-time optimization method is superior to the fixed timing scheme. The green light loss time of the vehicle is obviously reduced; the actual traffic capacity of the intersection is increased by 8.6% at the peak and increased by 11.7% at the peak; the release efficiency of the intersection in unit green light time is increased by 6.8% at the peak and 14.3% at the peak; the maximum queuing length (m) of the intersection is reduced by 21.5% in the peak time and reduced by 24.6% in the peak-flat time.
According to the method for optimizing the ground signal in real time based on the traffic state of the intersection, the data are collected in real time based on the intersection, different phase switching conditions are set under different traffic states, and time-space resources of the intersection are fully utilized. Compare with fixed timing scheme, crossing signal control effect obviously improves, specifically embodies: the phase loss time is obviously reduced, the actual traffic capacity is greatly increased, the release efficiency of unit green light time is greatly increased, and the maximum queuing length is obviously reduced.
The above embodiments are only for illustrating the technical idea of the present invention, and the protection scope of the present invention is not limited thereby, and any modifications made on the basis of the technical scheme according to the technical idea of the present invention fall within the protection scope of the present invention.
Claims (4)
1. A signal real-time optimization method based on intersection traffic passing states is characterized by comprising the following steps:
step 1, determining the number N of phases included in intersection signal timing according to intersection channelized information and historical traffic flow information, and simultaneously determining a signal timing parameter corresponding to each phase, and a reference green light time length, a maximum green light time length and a minimum green light time length corresponding to each phase;
step 2, aiming at the current phase, calculating the phase switching point of each second in the current phase operation process according to the traffic passing states of all the flow directions of the intersection;
step 3, judging whether to enter the next second of the current phase or to end the current phase according to the phase switching point of each second and the traffic state of the green light flow direction of the intersection, and switching to the next phase;
step 4, if the current phase is entered into the next second, continuing to judge according to the phase switching point of the next second and the traffic state of the green light flow direction at the intersection; if the current phase is ended, switching to the next phase and returning to the step 2.
2. The intersection traffic state-based signal real-time optimization method according to claim 1, wherein the specific process of the step 2 is as follows:
setting a current phase to comprise at least one flow direction, calculating a flow direction switching point corresponding to each flow direction, and summing all the flow direction switching points to obtain a phase switching point;
when a certain flow direction is a green light, the flow direction switching branch of the flow direction in each second in the current phase operation process is 0;
when a certain flow direction is a red light, calculating a flow direction switching point of the flow direction in each second in the current phase operation process according to an intersection traffic state, wherein the intersection traffic state comprises a vehicle arrival state and a vehicle queuing length, the vehicle arrival state is determined by a vehicle arrival state detector, and the vehicle queuing length is determined by a vehicle queuing length detector;
the flow direction switching when the flow direction is the red light is divided into: in the 1 st second of the current phase operation, the flow direction switching of the flow direction is divided into 0; in the t second of the current phase operation, if the occupancy of the vehicle queue length detector is equal to 1 and the flow direction switching in the t-1 second is equal to 0, the flow direction switching point in the t second is equal to 1, otherwise, the flow direction switching point in the t second is still equal to 0; and in the tth second of the current phase operation, if the occupancy rate of the vehicle reaching the state detector is greater than 0.8 and the flow direction switching point of the tth-1 second is greater than or equal to 1, the flow direction switching point of the tth second is equal to 2, otherwise, the flow direction switching point of the tth second is still equal to 1, and t is greater than or equal to 2.
3. The intersection traffic state-based signal real-time optimization method according to claim 2, wherein the vehicle arrival state detector is located at a starting point of a channelized section of an intersection entrance lane, and the vehicle queue length detector is located at a middle point of the channelized section of the intersection entrance lane.
4. The intersection traffic state-based signal real-time optimization method according to claim 1, wherein the specific process of the step 3 is as follows:
step 31, when the real-time green light time is equal to the minimum green light time, starting to judge whether the real-time green light time is less than the maximum green light time, if so, entering step 32, otherwise, entering step 39;
step 32, judging whether the real-time phase switching score is larger than 1.5N, if so, entering step 33, otherwise, entering step 34;
step 33, judging whether the occupancy of the vehicle queue length detector is greater than 0.8, if so, entering step 38, otherwise, entering step 39;
step 34, judging whether the real-time green light time is less than the reference green light time, if so, entering step 35, otherwise, entering step 36;
step 35, judging whether the occupancy of the vehicle queuing length detector is greater than 0.6 or whether the occupancy of the vehicle arrival state detector is greater than 0.6, if so, entering step 38, otherwise, entering step 39;
step 36, judging whether the real-time phase switching score is greater than or equal to N, if so, entering step 39, otherwise, entering step 37;
step 37, judging whether the occupancy of the vehicle queue length detector is equal to 1, if so, entering step 38, otherwise, entering step 39;
step 38, continuing the current phase, entering the next second, and returning to the step 31;
and step 39, ending the current phase and switching to the next phase.
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