CN114464001A - Urban multi-intersection multilayer distribution control system and method under cooperative vehicle and road environment - Google Patents

Urban multi-intersection multilayer distribution control system and method under cooperative vehicle and road environment Download PDF

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CN114464001A
CN114464001A CN202210113293.9A CN202210113293A CN114464001A CN 114464001 A CN114464001 A CN 114464001A CN 202210113293 A CN202210113293 A CN 202210113293A CN 114464001 A CN114464001 A CN 114464001A
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朱际宸
马成元
李锐
杨晓光
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Tongji University
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Abstract

The invention relates to a multi-intersection multilayer distributed control system and a method thereof for a city under a vehicle-road cooperative environment, wherein the system comprises a signal control unit, a road test unit and multisource traffic state sensing equipment which are arranged at each intersection, each intersection is respectively provided with a corresponding road network topological structure, the road network topological structures comprise all intersections directly adjacent to the intersection, and distributed communication is adopted among the road network topological structures of the intersections; the road test unit performs fusion processing on the state information of the intersection and the adjacent intersections acquired by the multi-source traffic state sensing equipment in real time and combines the signal timing information of the adjacent intersections to obtain an optimized signal timing scheme of the intersection; and the signal control unit controls the annunciator at the intersection to execute the optimized signal timing scheme obtained from the road test unit at the intersection. Compared with the prior art, the method and the system can improve the solving efficiency and accuracy of the multi-intersection signal control problem and realize the optimal cooperative control of the urban multi-intersection.

Description

Urban multi-intersection multilayer distribution control system and method under cooperative vehicle and road environment
Technical Field
The invention relates to the technical field of signal control of road intersections, in particular to a multi-layer distribution control system and method for multiple urban intersections in a cooperative vehicle and road environment.
Background
The organic cooperation of the urban road multi-intersection signal control scheme is one of effective methods for relieving traffic jam and improving traffic efficiency. The existing multi-intersection signal control method is mostly based on a centralized method, namely, an optimal control scheme is obtained by utilizing a heuristic algorithm, and the control method is low in solving efficiency and difficult to apply in practice.
In addition, most of the existing urban multi-intersection signal control platform frameworks are centralized optimization frameworks, a plurality of intersections are taken as a whole for unified operation, and all intersection signal timing parameters are integrated into the same optimization problem, so that the overall operation performance of the whole area is ensured to be optimal. However, as the number of urban intersections increases, the number of variables and constraints increases very quickly, and the scale of the optimization problem becomes larger and larger, which seriously affects the efficiency and accuracy of solving the centralized signal coordination problem, makes it difficult to efficiently, reliably and stably obtain a multi-intersection signal timing scheme, and is not beneficial to relieving the problem of urban traffic congestion.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a multi-layer distributed control system and a multi-layer distributed control method for urban multi-intersections in a vehicle-road cooperative environment, which are based on a distributed architecture and are used for improving the solving efficiency and accuracy of the multi-intersection signal control problem and realizing the optimal cooperative control of the urban multi-intersections.
The purpose of the invention can be realized by the following technical scheme: a multi-layer distributed control system for multiple urban intersections in a vehicle-road cooperative environment comprises signal control units, road test units and multi-source traffic state sensing equipment, wherein the signal control units, the road test units and the multi-source traffic state sensing equipment are arranged at the intersections;
the road test unit is in communication connection with the signal control unit of the intersection, and the road test unit is in communication connection with the road test units of other adjacent intersections in the road network topological structure corresponding to the intersection and the multi-source traffic state sensing equipment respectively so as to form distributed communication among the road network topological structures of the intersections;
the multi-source traffic state sensing equipment is used for acquiring state information of the intersection in real time;
the road test unit is used for fusion processing of the intersection state information and the adjacent intersection state information and combining the signal timing information of the adjacent intersections to obtain an optimized signal timing scheme of the intersection;
and the signal control unit acquires an optimized signal timing scheme from the drive test unit of the intersection so as to correspondingly control the annunciator of the intersection to execute the optimized signal timing scheme.
Further, the multi-source traffic state perception device includes, but is not limited to, a stationary coil, a camera, and a radar.
Further, the drive test unit is also in communication connection with the internet vehicle.
Further, the road network topological structure corresponding to the intersection is specifically as follows:
Gi(Ni,Ei)
wherein G isiRoad network topology model for intersection i, NiIs a node set including all the intersections directly adjacent to the local intersection i, EiThe road section set is connected with the intersection i and is used for reflecting road section length and saturated flow data;
the drive test unit of the local intersection i is only connected with NiThe intersection drive test units in the node set carry out communication connection, and meanwhile, the drive test unit of the local intersection i only receives the drive test signals from the EiAnd intersection state information collected by the multisource traffic state sensing equipment of the road section set.
A multi-layer distribution control method for multiple urban intersections in a vehicle-road cooperative environment comprises the following steps:
s1, based on distributed communication among road network topological structures of each intersection, a road test unit respectively acquires intersection state information from multi-source traffic state sensing equipment of the intersection and adjacent intersections, and acquires signal timing information of the adjacent intersections from the road test units of the adjacent intersections;
s2, the road testing unit carries out fusion processing on the acquired intersection state information to obtain road section consistency communication state description information;
s3, based on the road section consistency communication state description information and the signal timing information of adjacent intersections, determining the timing information of the adjacent intersections at asynchronous time, constructing a dynamic update equation of the distributed traffic network system, and combining a set objective function to obtain a distributed signal timing optimization model;
s4, solving the distributed signal timing optimization model to obtain an optimized signal timing scheme corresponding to each intersection;
and S5, the signal control unit acquires the corresponding optimized signal timing scheme from the drive test unit of the intersection and controls the signaler at the intersection to execute the acquired optimized signal timing scheme.
Further, the traffic status description information of the road section consistency in the step S2 includes queuing length, signal status, steering proportion, and vehicle delay data.
Further, the specific process of determining the adjacent intersection timing information at the asynchronous time in step S3 is as follows: since the vehicles passing through the upstream intersection cannot immediately reach the stop line position of the downstream intersection, it can be known that the signal timing scheme of the current adjacent intersection does not influence the local intersection, and the signal timing scheme at the previous moment can influence the signal timing of the local intersection at the current moment, the adjacent intersection timing scheme at the previous moment is taken as asynchronous moment information, namely the adjacent intersection timing scheme on which the signal timing optimization of the local intersection i at the moment t is based is from t-hiAt the time of day,
Figure BDA0003495510270000031
wherein j is the number of the adjacent intersection of the intersection i, NiIs a set of all intersections directly adjacent to the intersection I, I is a set of intersections Tj,iAnd the time distribution information of adjacent intersections at asynchronous time can provide a modeling basis and a real-time guarantee for distributed signal time distribution optimization control for the travel time from the intersection j to the intersection i.
Further, the step S3 is to construct a concrete equation for dynamically updating the distributed traffic network systemThe process is as follows: the evolution of the queuing length of the traffic network is regarded as the dynamic update of the system, and the dynamic evolution of the system of the distributed network topology structure can be updated in a distributed manner based on the timing information of the adjacent intersections at asynchronous time so as to meet the requirement of distributed signal timing optimization, thereby the queuing length of the entrance road m of the intersection i at the time t is used
Figure BDA0003495510270000032
As a dynamic update equation of the distributed traffic network system.
Further, the queuing length of the entrance lane m of the intersection i at the time t
Figure BDA0003495510270000033
The evolution formula is as follows:
Figure BDA0003495510270000034
Figure BDA0003495510270000035
Figure BDA0003495510270000036
in the formula (I), the compound is shown in the specification,
Figure BDA0003495510270000037
and
Figure BDA0003495510270000038
the number of vehicles, M, entering from upstream and exiting downstream respectively at the entrance lane M of the intersection i at the time tiFor intersection i set of entry lanes, pm′,mThe turning ratio of the upstream inlet passage m' to the downstream inlet passage m,
Figure BDA0003495510270000039
for the intersection j inlet lane m' at T-Tj,iTime of day informationIn the signal lamp state, 1 is taken when the signal lamp is green, and 0 is taken when the signal lamp is not green; sj,m′The saturation flow rate of lane m' at intersection j, Δ t is the time step,
Figure BDA00034955102700000310
the entrance lane m' of the intersection j is at T-Tj,iThe queuing length of the time, U (i, m) is the upstream inlet lane set of the inlet lane m of the intersection i, m' belongs to the U (i, m) set, j is the number of the adjacent intersection of the intersection i, NiIs a set of all intersections directly adjacent to the intersection I, I is a set of intersections Tj,iIs the travel time for the intersection j to i,
Figure BDA00034955102700000311
the signal lamp state of an entrance lane m of an intersection i at the time t is 1 when the light is green, and 0 is not selected; si,mThe saturation flow rate of lane m, at intersection i, is the time step,
Figure BDA00034955102700000312
the queuing length of the entrance lane m at the time t-1 of the intersection i.
Further, the objective function set in step S3 is specifically the minimum vehicle delay and the maximum throughput.
Compared with the prior art, the distributed control system and the distributed control method for the multiple intersections in the city are provided based on the distributed architecture, the multiple layers of distributed control systems and the multiple layers of distributed control methods for perception, topological modeling, communication, optimization, control and the like of the multiple intersections in the city are provided, the rapid cooperation of the multiple layers of perception, topological modeling, communication, optimization, control and the like is realized through the distributed method, the problems of difficulty in solving, poor stability and the like are solved, the solving efficiency of the signal control problem of the multiple intersections in the city can be improved, the stability of the signal timing of the multiple intersections in the city is improved, the urban traffic jam problem is relieved, the optimal cooperative control of the signal timing of the multiple intersections in the city is realized, and therefore delay is effectively reduced, and traffic capacity is improved.
According to the invention, by setting the road network topological structures corresponding to the intersections and utilizing distributed communication among the road network topological structures, the road test unit can acquire the state information and the signal timing information of all the intersections in the road network topological structure, so that on one hand, a local intersection is prevented from receiving a large amount of invalid full sample data from the whole road network, and therefore, cooperative control among the intersections can be realized only based on the distributed topological structures, and on the other hand, the acquired information can be fully fused and utilized to accurately complete the follow-up optimization of signal timing of the intersection.
In the process of distributed signal timing optimization, the timing information of adjacent intersections at asynchronous time is fully considered, the queuing length of real-time dynamic change of an entrance road of the intersection is combined to construct a dynamic update equation of a distributed traffic network system, and a distributed signal timing scheme optimization model is constructed by combining minimum delay and maximum throughput as an objective function, so that the information of the adjacent intersections is fully and accurately considered while the signal timing scheme of each intersection is optimized, and further, multi-intersection cooperation can be reliably realized.
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FIG. 1 is a schematic flow diagram of the process of the present invention;
FIG. 2 is a diagram of a technical route and logical framework of the multi-layer distributed signal control platform in an embodiment;
FIG. 3 is a diagram illustrating a physical architecture for distributed sensing of vehicle-road collaborative environment in an embodiment;
fig. 4 is a schematic process diagram of distributed signal timing optimization control and implementation in the embodiment.
Detailed Description
The invention is described in detail below with reference to the figures and specific embodiments.
Examples
The utility model provides a city multi-intersection multilayer distributed control system under vehicle and road collaborative environment, is including laying signal control unit, drive test unit and the multisource traffic state perception equipment at each intersection, and each intersection is provided with corresponding road network topological structure respectively, and road network topological structure includes all direct adjacent intersections with this intersection, and the road network topological structure that the intersection corresponds specifically is:
Gi(Ni,Ei)
in the formula, GiRoad network topology model for intersection i, NiIs a node set including all the intersections directly adjacent to the local intersection i, EiThe road section set is connected with the intersection i and is used for reflecting road section length and saturated flow data;
the drive test unit of the local intersection i is only connected with NiThe intersection drive test units in the node set carry out communication connection, and meanwhile, the drive test unit of the local intersection i only receives the drive test signals from the EiAnd intersection state information collected by the multisource traffic state sensing equipment of the road section set.
The road test unit is in communication connection with the signal control unit of the intersection, and the road test unit is in communication connection with the road test units of other adjacent intersections in the road network topological structure corresponding to the intersection and the multi-source traffic state sensing equipment respectively so as to form distributed communication among the road network topological structures of the intersections.
The multi-source traffic state sensing equipment is used for acquiring state information of the intersection in real time;
the road test unit is used for fusion processing of the intersection state information and the adjacent intersection state information and combining the signal timing information of the adjacent intersection to obtain an optimized signal timing scheme of the intersection;
and the signal control unit acquires the optimized signal timing scheme from the drive test unit of the intersection so as to correspondingly control the annunciator of the intersection to execute the optimized signal timing scheme.
The system is applied to practice to realize a multi-layer distribution control method for urban multi-intersection under the cooperative vehicle and road environment, as shown in fig. 1, the method comprises the following steps:
s1, based on distributed communication among road network topological structures of each intersection, a road test unit respectively acquires intersection state information from multi-source traffic state sensing equipment of the intersection and adjacent intersections, and acquires signal timing information of the adjacent intersections from the road test units of the adjacent intersections;
s2, the road test unit performs fusion processing on the acquired intersection state information to obtain road section consistency communication state description information;
s3, based on the road section consistency communication state description information and the signal timing information of adjacent intersections, determining the timing information of the adjacent intersections at asynchronous time, constructing a dynamic update equation of the distributed traffic network system, and combining a set objective function to obtain a distributed signal timing optimization model;
s4, solving the distributed signal timing optimization model to obtain an optimized signal timing scheme corresponding to each intersection;
and S5, the signal control unit acquires the corresponding optimized signal timing scheme from the drive test unit of the intersection and controls the signaler at the intersection to execute the acquired optimized signal timing scheme.
By applying the technical scheme, the real-time traffic state information is acquired by using a distributed sensing method under the vehicle-road cooperative environment, distributed communication is realized according to a distributed road network topological structure, a local signal timing scheme is optimized based on the real-time traffic information, and the architecture of a multi-layer distributed signal control platform of the urban multi-intersection is realized. As shown in fig. 2, the following contents are mainly included:
step 1, distributed traffic state information perception;
step 2, according to the distributed communication method of the topological structure of the road network;
step 3, distributed signal timing optimization;
and 4, implementing a distributed control scheme.
Specifically, the method comprises the following steps:
step 1, distributed traffic state information perception
(1.1) a distributed sensing system physical architecture.
The multilayer distributed signal control platform requires that a signal control unit, a road test unit and a series of traffic state sensing devices (as shown in fig. 3) are arranged at each intersection under the cooperative environment of the vehicle and the road.
And the signal control unit is responsible for receiving the optimized signal timing information from the drive test unit and implementing the signal timing information according to the optimization scheme.
The road test unit is used for receiving information from each state sensing device, the networked vehicles and the adjacent intersection road test unit, optimizing the signal timing of the local intersection based on the information, feeding the optimized signal timing scheme back to the signal control unit, and broadcasting the local information to the adjacent intersection road test unit.
The traffic state sensing equipment comprises detection equipment such as a fixed coil, a camera and a radar, and is used for sensing the state information of the local intersection in real time and fusing and summarizing the information to the drive test unit. In addition, the networked vehicles on the road section can also communicate broadcast information with the drive test equipment in real time.
And (1.2) a traffic state information fusion method.
By utilizing a multi-source data fusion technology, the multilayer distributed signal control platform integrates traffic information from a plurality of sensing devices, absorbs the characteristics of different data sources, extracts uniform and more accurate traffic state information from the traffic information, and generates consistent traffic state description information of a road section, wherein the consistent traffic state description information mainly comprises data such as queuing length and vehicle delay.
Step 2, distributed communication method according to road network topological structure
(2.1) establishing a distributed topological structure of adjacent intersections
Consider the distributed topology of adjacent intersections. Local road network topological structure model G independently constructed at each intersection ii(Ni,Ei) In which N isiAnd (4) the node set comprises all the intersections directly adjacent to the local intersection i. EiAnd (4) representing a road section set connected with the intersection i, and reflecting data such as road section length, saturation flow and the like.
(2.2) distributed communication method
Different from a centralized communication method, the distributed communication method is only applied to a local road network topological structure G of an intersection ii(Ni,Ei). That is, the drive test unit of the local intersection i is only connected with NiThe intersection drive test units in the node set communicate, and meanwhile, the drive test unit of the local intersection i only receives the drive test signals from the EiRoad section setAnd (4) converged multi-source traffic state perception fusion information. The distributed communication method avoids that a local intersection receives a large amount of invalid full sample data from the whole road network, and realizes cooperative control among the intersections only based on the distributed topological structure.
(2.3) adjustment of topology
The distributed topological structure of the adjacent intersections is used as bottom static data of the multilayer distributed signal control platform, and data such as the adjacency relation of the intersections, the road section length, the canalization design scheme, the saturation flow rate and the like need to be collected according to the real road network data structure of the real world. After the real world road network is transformed, the bottom layer distributed topology structure of the platform needs to be adjusted and changed.
Step 3, distributed signal timing optimization
(3.1) adjacent intersection timing information at asynchronous time
The vehicles passing through the upstream intersection cannot immediately reach the position of the stop line of the downstream intersection, namely the signal timing scheme of the current adjacent intersection cannot influence the local intersection, and the timing scheme at the previous moment can influence the signal timing of the local intersection at the moment. The adjacent intersection timing scheme at the previous moment is regarded as asynchronous moment information and represents that the local intersection i carries out signal timing optimization at the moment t, and the adjacent intersection timing scheme is from t-hiOf the moment of time. Wherein h isiComprises the following steps:
Figure BDA0003495510270000071
j represents the adjacent intersection number of the intersection i, NiIs a set of all intersections directly adjacent to the intersection I, I is a set of intersections Tj,iThe travel time for intersection j to i. The asynchronous time information provides a modeling basis and real-time guarantee for distributed signal timing optimization control.
(3.2) System dynamic distributed update
The evolution of the queue length of the traffic network is considered as a system dynamic update. Adjacent intersection configuration based on asynchronous timeAnd time information can be used for carrying out distributed updating on the system dynamic evolution of the distributed topological structure so as to meet the requirement of distributed signal timing optimization. Queuing length of intersection i entrance lane m at time t
Figure BDA0003495510270000072
The evolution formula can be calculated as follows:
Figure BDA0003495510270000073
Figure BDA0003495510270000081
and
Figure BDA0003495510270000082
respectively, the number of vehicles entering and exiting from the upstream to the downstream at time t on the entrance lane m at the intersection i. MiRepresenting the intersection i-entry lane set. According to the asynchronous time information, the time information,
Figure BDA0003495510270000083
and
Figure BDA0003495510270000084
the calculation formula of (a) is as follows:
Figure BDA0003495510270000085
wherein p ism′,mShowing the turning ratio of the upstream inlet passage m' to the downstream inlet passage m.
Figure BDA0003495510270000086
Indicating that the j inlet lane m' of the intersection is at T-Tj,iAnd (4) in the signal lamp state at the moment, 1 is taken when the signal lamp is green, and 0 is taken when the signal lamp is not green. sj,m′Indicating the saturation flow rate of lane m' at intersection j. Δ t represents a time step, which can be designed to be 1s in an application.
Figure BDA0003495510270000087
Indicating that the j inlet lane m' of the intersection is at T-Tj,iThe queue length of the time of day. U (i, m) represents an upstream inlet to the set of the inlet lane m at the intersection i, and m' belongs to the set of U (i, m). j represents the adjacent intersection number of the intersection i, NiIs a set of all intersections directly adjacent to the intersection I, wherein I represents the set of intersections, Tj,iThe travel time for intersection j to i.
Figure BDA0003495510270000088
Figure BDA0003495510270000089
And (4) indicating the signal lamp state of the entrance lane m at the intersection i at the moment t, taking 1 when the light is green, and taking 0 when the light is not green. si,mRepresenting the saturation flow rate of lane m at intersection i. Δ t represents a time step, which can be designed to be 1s in an application.
Figure BDA00034955102700000810
Showing the queuing length of the entrance lane m at the intersection i at the time t-1. MiRepresenting the intersection i entrance lane set. I denotes the set of intersections.
Therefore, a distributed traffic network system dynamic update equation is constructed. Variables such as queuing length, signal state, steering proportion and the like can be obtained according to a distributed sensing system in the cooperative environment of the vehicle and the road.
(3.3) distributed Signal timing scheme optimization
Based on a dynamic update equation of a distributed traffic network system, a drive test unit can construct a distributed signal timing scheme optimization model according to the objective function of minimum delay, maximum throughput and the like, optimize the signal timing scheme of each intersection and simultaneously consider the information of adjacent intersections, so that the purpose of multi-intersection cooperation is achieved, as shown in fig. 4. The specific form of the optimization model is not limited by the multilayer distributed signal control platform, and the existing optimization model can be applied to the platform architecture.
Step 4, implementation of distributed control scheme
(4.1) implementation of local intersection control scheme
Obtaining the optimized signal timing scheme at each intersection according to the steps, and implementing according to a distributed framework: and the signal control unit of each intersection receives the optimized signal timing of the drive test unit and controls the annunciator to execute according to the optimized scheme.
(4.2) information broadcasting and reception
And the drive test unit at each intersection broadcasts information such as queuing length, an optimized signal timing scheme and the like to the drive test units at the adjacent intersections and receives the information from the adjacent intersections.
In conclusion, the technical scheme fully utilizes the real-time traffic state information available under the cooperative environment of the vehicle and the road and provides the multi-layer distributed signal control platform for the urban multi-intersection. By adopting a distributed modeling framework on multiple layers of perception, topological modeling, communication, optimization, control and the like, the problems that the traditional centralized method is difficult to solve and difficult to apply are solved, the stability of signal control of multiple intersections can be effectively improved, the passing efficiency can be effectively improved, and delay is reduced.

Claims (10)

1. A multi-layer distributed control system for multiple intersections of a city under a vehicle-road cooperative environment is characterized by comprising signal control units, road test units and multi-source traffic state sensing equipment which are arranged at the intersections, wherein each intersection is provided with a corresponding road network topological structure, and each road network topological structure comprises all intersections directly adjacent to the intersection;
the road test unit is in communication connection with the signal control unit of the intersection, and the road test unit is in communication connection with the road test units of other adjacent intersections in the road network topological structure corresponding to the intersection and the multi-source traffic state sensing equipment respectively so as to form distributed communication among the road network topological structures of the intersections;
the multi-source traffic state sensing equipment is used for acquiring state information of the intersection in real time;
the road test unit is used for fusion processing of the intersection state information and the adjacent intersection state information and combining the signal timing information of the adjacent intersections to obtain an optimized signal timing scheme of the intersection;
and the signal control unit acquires an optimized signal timing scheme from the drive test unit of the intersection so as to correspondingly control the annunciator of the intersection to execute the optimized signal timing scheme.
2. The system according to claim 1, wherein the multi-source traffic state sensing device includes, but is not limited to, a fixed coil, a camera, and a radar.
3. The system according to claim 1, wherein the drive test unit is further in communication connection with an internet-connected vehicle.
4. The system according to claim 1, wherein the road network topology structure corresponding to the intersection is specifically:
Gi(Ni，Ei)
wherein G isiRoad network topology model for intersection i, NiIs a node set including all the intersections directly adjacent to the local intersection i, EiThe road section set is connected with the intersection i and is used for reflecting road section length and saturated flow data;
the drive test unit of the local intersection i is only connected with NiThe intersection drive test units in the node set carry out communication connection, and meanwhile, the drive test unit of the local intersection i only receives the drive test signals from the EiAnd intersection state information collected by the multisource traffic state sensing equipment of the road section set.
5. A multi-layer distribution control method for multiple urban intersections in a vehicle-road cooperative environment is characterized by comprising the following steps:
s1, based on distributed communication among road network topological structures of each intersection, a road test unit respectively acquires intersection state information from multi-source traffic state sensing equipment of the intersection and adjacent intersections, and acquires signal timing information of the adjacent intersections from the road test units of the adjacent intersections;
s2, the road test unit performs fusion processing on the acquired intersection state information to obtain road section consistency communication state description information;
s3, based on the road section consistency communication state description information and the signal timing information of adjacent intersections, determining the timing information of the adjacent intersections at asynchronous time, constructing a dynamic update equation of the distributed traffic network system, and combining a set objective function to obtain a distributed signal timing optimization model;
s4, solving the distributed signal timing optimization model to obtain an optimized signal timing scheme corresponding to each intersection;
and S5, the signal control unit acquires the corresponding optimized signal timing scheme from the drive test unit of the intersection and controls the signaler at the intersection to execute the acquired optimized signal timing scheme.
6. The multi-layer distributed control method for the urban multi-intersection under the vehicle-road cooperative environment according to claim 5, wherein the traffic state description information of the road section consistency in the step S2 includes queuing length, signal state, steering proportion and vehicle delay data.
7. The multi-layer distributed control method for the urban multi-intersection under the cooperative vehicle and road environment according to claim 6, wherein the specific process of determining the timing information of the adjacent intersection at the asynchronous time in step S3 is as follows: since the vehicles passing through the upstream intersection cannot immediately reach the stop line position of the downstream intersection, the signal timing scheme of the current adjacent intersection cannot influence the local intersection, and the local intersection is the intersection at the previous momentThe signal timing scheme influences the signal timing of the local intersection at the moment, the adjacent intersection timing scheme at the previous moment is used as asynchronous time information, namely the adjacent intersection timing scheme based on which the local intersection i performs signal timing optimization at the moment t comes from t-hiAt the time of day,
Figure FDA0003495510260000021
wherein j is the number of the adjacent intersection of the intersection i, NiIs a set of all intersections directly adjacent to the intersection I, I is a set of intersections Tj，iAnd the time distribution information of adjacent intersections at asynchronous time can provide a modeling basis and a real-time guarantee for distributed signal time distribution optimization control for the travel time from the intersection j to the intersection i.
8. The method according to claim 7, wherein the step S3 of constructing the dynamic update equation of the distributed traffic network system comprises the following specific steps: the queue length evolution of the traffic network is regarded as the system dynamic update, and based on the adjacent intersection timing information at the asynchronous moment, the system dynamic evolution of the distributed road network topological structure can be updated in a distributed manner to meet the requirement of distributed signal timing optimization, so that the queue length of the entrance road m of the intersection i at the moment t is increased
Figure FDA0003495510260000031
As a dynamic update equation of the distributed traffic network system.
9. The multi-layer distribution control method for the urban multi-intersection in the cooperative environment of the vehicle and the road as claimed in claim 8, wherein the queuing length of the entrance lane m of the intersection i at the time t
Figure FDA0003495510260000032
The evolution formula is as follows:
Figure FDA0003495510260000033
Figure FDA0003495510260000034
Figure FDA0003495510260000035
in the formula (I), the compound is shown in the specification,
Figure FDA0003495510260000036
and
Figure FDA0003495510260000037
the number of vehicles, M, entering from upstream and exiting downstream respectively at the entrance lane M of the intersection i at the time tiFor intersection i set of entry lanes, pm′，mThe turning ratio of the upstream inlet passage m' to the downstream inlet passage m,
Figure FDA0003495510260000038
for the intersection j inlet lane m' at T-Tj，iIn the signal lamp state at the moment, 1 is taken when the lamp is green, or 0 is taken when the lamp is not green; sj，m′The saturation flow rate of lane m' at intersection j, Δ t is the time step,
Figure FDA0003495510260000039
the entrance lane m' of the intersection j is at T-Tj，iThe queuing length of the time, U (i, m) is the upstream inlet lane set of the inlet lane m of the intersection i, m' belongs to the U (i, m) set, j is the number of the adjacent intersection of the intersection i, NiIs a set of all intersections directly adjacent to the intersection I, I is a set of intersections Tj，iIs the travel time for the intersection j to i,
Figure FDA00034955102600000310
taking 1 when the signal lamp state of the entrance lane m of the intersection i is at the time t, and otherwise, taking 0; si，mThe saturation flow rate of the inlet channel m at the intersection i, Δ t is the time step,
Figure FDA00034955102600000311
the queue length of the entrance lane m at the time t-1 of the intersection i.
10. The multi-level distribution control method for urban multi-intersection under the cooperative vehicle infrastructure environment according to any one of claims 5 to 9, wherein the objective function set in the step S3 is specifically that vehicle delay is minimum and throughput is maximum.
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