CN115620533A

CN115620533A - Traffic signal induction control method, equipment and storage medium

Info

Publication number: CN115620533A
Application number: CN202110801346.1A
Authority: CN
Inventors: 肖楠; 于津强; 余亮
Original assignee: Alibaba Cloud Computing Ltd
Current assignee: Alibaba Cloud Computing Ltd
Priority date: 2021-07-15
Filing date: 2021-07-15
Publication date: 2023-01-17

Abstract

The embodiment of the application provides a traffic signal induction control method, equipment and a storage medium. In the traffic signal induction control method, vehicle sensing data of a sensing area is obtained through sensing equipment of the sensing area, and vehicle compensation data of a sensing limited area is estimated based on the vehicle sensing data of the sensing area and traffic facility data of an intersection, so that the problems of sensing equipment loss or sensing equipment failure of partial areas can be effectively solved, and good data support is provided for traffic signal control. The traffic indication signal is subjected to induction control according to the vehicle sensing data sensed by the sensing area and the vehicle quantity compensation data of the sensing limited area obtained through compensation calculation, so that the traffic indication signal can be dynamically adjusted based on the actual traffic condition, the jam probability of the intersection is reduced, and the traffic efficiency of the intersection is improved.

Description

Traffic signal induction control method, equipment and storage medium

Technical Field

The present application relates to the field of intelligent traffic technologies, and in particular, to a traffic signal sensing control method, device, and storage medium.

Background

With the gradual development of cities towards digitalization and intellectualization, the demand for the transformation of the traditional traffic industry is increasingly strong. In recent years, various different near-field sensing devices are continuously connected to urban intersections to sense traffic conditions of the intersections. However, the perception conditions of different cities and different intersections are different, so that perception of part of intersections is limited. When perception is limited, the traffic condition of the intersection cannot be accurately acquired. Therefore, a solution is yet to be proposed.

Disclosure of Invention

Aspects of the present disclosure provide a traffic signal sensing control method, apparatus, and storage medium to facilitate efficient resource sharing management.

The embodiment of the present application further provides a traffic signal sensing control method, including: determining a perception area and a perception limited area in a lane corresponding to an intersection; carrying out vehicle perception on the perception area by using perception equipment corresponding to the perception area to obtain vehicle perception data; according to the vehicle perception data and the traffic facility data of the intersection, carrying out perception compensation calculation on the vehicle data of the perception limited area to obtain vehicle compensation data of the perception limited area; and performing induction control on the phase stage of the signal machine of the intersection according to the vehicle perception data and the vehicle compensation data.

The embodiment of the application provides a roadside terminal equipment, include: a memory and a processor; the memory is to store one or more computer instructions; the processor is to execute the one or more computer instructions to: the traffic signal induction control method provided by the embodiment of the application is executed.

The embodiment of the present application provides a computer-readable storage medium storing a computer program, and when the computer program is executed by a processor, the method for controlling traffic signal sensing provided by the embodiment of the present application can be implemented.

According to the traffic signal induction control method provided by the embodiment of the application, the vehicle sensing data of the sensing area is obtained through the sensing equipment of the sensing area, and the vehicle compensation data of the sensing limited area is estimated based on the vehicle sensing data of the sensing area and the traffic facility data of the intersection, so that the problems of sensing equipment loss or sensing equipment failure of partial areas can be effectively solved, and good data support is provided for traffic signal control. The traffic indication signal is subjected to induction control according to the vehicle sensing data sensed by the sensing area and the vehicle quantity compensation data of the sensing limited area obtained through compensation calculation, so that the traffic indication signal can be dynamically adjusted based on the actual traffic condition, the jam probability of the intersection is reduced, and the traffic efficiency of the intersection is improved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

fig. 1 is a schematic structural diagram of a traffic signal sensing control system according to an exemplary embodiment of the present application;

FIG. 2 is a schematic diagram of an effective green time provided by an exemplary embodiment of the present application;

FIG. 3 is a flow chart of a method for traffic signal sensing control according to an exemplary embodiment of the present application;

fig. 4 is a schematic structural diagram of roadside terminal equipment according to an exemplary embodiment of the present application.

Detailed Description

In order to make the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be described in detail and completely with reference to the following specific embodiments of the present application and the accompanying drawings. It should be apparent that the described embodiments are only some of the embodiments of the present application, and not all of the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments in the present application without making any creative effort belong to the protection scope of the present application.

With the gradual development of cities towards digitalization and intellectualization, the demand for the transformation of the traditional traffic industry is increasingly strong. In recent years, various different near-field sensing devices, such as video acquisition devices, radars, 5G devices, coils and the like, are continuously connected to urban intersections to sense traffic conditions of the intersections. However, the perception conditions of different cities and different intersections are different, so that perception of part of intersections is limited. Under the condition of limited perception, the traffic information of the intersection cannot be accurately acquired. For example, unreasonable installation positions of sensing devices at part of intersections cause sensing blind areas, and traffic information of the sensing blind areas cannot be acquired; for another example, if some or all of the inlet lane sensing devices at some intersections are missing or fail, the traffic information of the some or all of the inlet lanes cannot be accurately acquired.

Aiming at the technical problem that the traffic information of the intersection cannot be accurately acquired under the condition of limited perception in the prior art, in some embodiments of the application, a solution is provided. The technical solutions provided by the embodiments of the present application are described in detail below with reference to the accompanying drawings.

Fig. 1 is a schematic structural diagram of a traffic signal sensing control system according to an exemplary embodiment of the present application, as shown in fig. 1, including: signal 10, roadside terminal equipment 20 and perception equipment 30.

The signal 10 is a roadside basic device of urban rail transit and railway, and is used for sending different signals to indicate that vehicles run or pause. In some implementations of the signal, the signal may include a plurality of colored signal lights to emit different colored indication signals, wherein the signal colors may include: red, yellow, green, etc. The traffic signal 10 may be arranged at some specific position, for example, a road section, a road junction.

The sensing device 30 refers to a device or a sensor installed on or above a road to sense a vehicle on the road. In different scenarios, the sensing device 30 is implemented differently. For example, radar, image capture devices, infrared detection devices, coil sensing devices, 5G devices, and the like, including but not limited to, this implementation. The perception device 30 can perceive data of vehicles within its detection range and feed back the detected vehicle data.

The roadside terminal device 20 may be connected to various sensing devices 30 on the lane, and receive vehicle data fed back by the sensing devices 30. The roadside terminal device 20 may perform calculation according to the sensing results of various sensing devices to realize intelligent control of the signal machine 10.

The computing unit in the roadside terminal Device 20 may use an Application Specific Integrated Circuit (ASIC) chip, such as a Field-Programmable Gate Array (FPGA), which is a Programmable Array Logic (PAL), a General Array Logic (GAL), a Complex Programmable Logic Device (CPLD), and the like, but is not limited thereto.

In the present embodiment, the traffic signal 10 is mainly used for: the traffic indication signals of different phases are sent out according to a built-in phase timing scheme, or the traffic indication signals of different phases are sent out according to an instruction sent by the roadside terminal device 20.

The built-in data of the annunciator 10 may include: static data and real-time data. Wherein the static data includes: the method comprises the following steps of configuring data of phase-phase sequence, an upper limit value of time length of a phase, a lower limit value of the time length of the phase, an upper limit value of the time length of a signal cycle, a lower limit value of the time length of the signal cycle, basic timing scheme data of the phase and the like. Wherein, real-time data includes: the mode of operation of the semaphore, the number of phase schemes, the phase stage currently being performed, the current light status, etc. Wherein, the phase sequence refers to the sequence of the right of way.

In this embodiment, the phase (or signal phase) refers to a signal sequence consisting of red-yellow-green or yellow-green changes of a set of traffic lights assigned to one or more traffic streams. Wherein, a traffic flow corresponds a lane. In general, a crossroad may have 8 phases, i.e., eight traffic flows, i.e., east straight, east left turn, west straight, west left turn, south straight, south left turn, north straight, north left turn, etc., correspond to one phase respectively. For example, the phases of the east-west straight are: green for 30 seconds, yellow for 3 seconds, and full red for 3 seconds; the phases of the west-east line are: green for 30 seconds, yellow for 3 seconds, and full red for 3 seconds; the phase of the east south left turn is: green for 30 seconds, yellow for 3 seconds, and full red for 3 seconds.

The phase refers to a phase state in which one or more phases simultaneously obtain a right of way in one signal cycle. The phase stage is divided according to the alternation times of the right of way of the intersection in a signal period. The number of hand-over times of the right of way in one signal period is the same as the number of signal stages. That is, the phase stage changes every time the color of the signal lamp changes (except for red and yellow). For example, a state in which the straight indicator light turned north to south and the left turn indicator light turned north to left are simultaneously turned on may be referred to as one phase stage. The eight phases at the intersection can be divided into four phase stages: east-west direct movement, east-west left turning, south-north direct movement, south-north left turning and the like. In the phase of east-west rectilinear motion, the east rectilinear motion and the west rectilinear motion are green lights, and right of way is obtained at the same time. In the phase of east-west left turn, east left turn and west left turn are green lights while right of way is obtained. In the phase of the south-north straight going, the south straight going and the north straight going are green lights, and the right of way is obtained at the same time. In the phase of the south-north left turn, the south left turn and the north left turn are green lights, and the right of way is obtained.

The signal period refers to the time when different signal lamps of a certain lane display once in turn, or the time span from the start of the green lamp lighting in a certain main phase stage to the next time of the green lamp lighting.

The operation modes of the signal 10 include: an offline mode, an inductive mode, and a manual mode. The offline mode controls the signal lamp by adopting a basic timing scheme in static data. And the manual control mode is used for controlling the signal lamp according to the control instruction of the traffic control personnel. And the induction mode is used for carrying out dynamic control according to the induced traffic demand.

Wherein the sensing mode is realized depending on the sensing device and the roadside terminal device 20. The roadside terminal device 20 is mainly used for realizing real-time second-level sensing control by combining built-in data of the signal machine 10 and traffic data of the intersection collected by the sensing device. The induction control is a control mode that vehicle sensing equipment is arranged on an entrance lane of an intersection, and a signal timing scheme can be changed along with sensed vehicle information. As will be specifically described below.

In this embodiment, the roadside terminal device 20 may determine a perception area and a perception limited area in a lane corresponding to the intersection. The partition granularity of the perception area and the perception limited area can be determined according to the perception requirement and the deployment condition of the perception device.

In some scenes, when the traffic flow of the intersection needs to be sensed, the sensing area can comprise a traffic flow sensing device, so that a lane of the traffic flow can be sensed; the perception-restricted area may include a lane where there is no traffic flow perception device or where the traffic flow perception device fails, such that traffic flow is not perceived.

In other scenes, when the arrival condition of the vehicles at the intersection needs to be sensed, the sensing area can comprise a local area which is positioned in the sensing range of the motion sensing device on the lane, and the sensing limited area can comprise a local area which is positioned between the sensing range of the motion sensing device and a stop line of the lane on the lane. The perception-limited local area may also be referred to as a perception blind area on the lane.

The roadside terminal device 20 may use the sensing device corresponding to the sensing region to sense the vehicle in the sensing region, so as to obtain vehicle sensing data. Wherein the vehicle perception data may include at least one of traffic flow data, vehicle travel speed, and vehicle travel location.

In some embodiments, the sensing area is at a lane level, and a traffic sensing device may be deployed above the lane or on the ground. The traffic flow sensing apparatus may include: the camera is arranged above the lane and can shoot vehicles passing through the lane; or a coil or the like mounted on the floor of the roadway that can sense the passage of a vehicle. In this embodiment, for any lane with traffic flow sensing capability, the roadside terminal device 20 may count the traffic flow data of the lane by using the traffic flow sensing device corresponding to the lane.

In other embodiments, a vehicle lane is disposed with a motion sensing device, and the motion sensing device has a limited detection range, i.e., the sensing region is a local region on the vehicle lane. The motion sensing device may be implemented as a camera above the lane, infrared detectors on both sides of the lane, etc. For example, in the case of a camera, the camera can detect a movement state of the vehicle within the field of view, which is mainly the remaining driving speed and the driving position of the vehicle. In this embodiment, for any lane having vehicle motion sensing capability, the roadside terminal device 20 may detect the driving speed and the driving position of the vehicle in the lane within the sensing range of the motion sensing device by using the motion sensing device corresponding to the lane.

In the following embodiments, for convenience of description and distinction, a lane in which the traffic flow sensing device is disposed is marked as a first lane, and a lane in which the motion sensing device is disposed is marked as a second lane. In some scenarios, the first lane and the second lane may be the same lane, and a sensing device (such as a camera or an infrared detector) is installed on the lane, and can sense the traffic flow and sense the motion of the vehicle within a limited range.

Based on the vehicle sensing data of the sensing area and the traffic facility data of the intersection, the roadside terminal device 20 may perform sensing compensation calculation on the vehicle data of the sensing limited area to obtain the vehicle compensation data of the sensing limited area. The traffic facility data of the intersection may include a time length of each phase of a traffic signal of the intersection (for example, a time length of a traffic light), a time length of a phase stage, a position of a stop line of the intersection, whether the intersection has a special turning lane, and the like, which is included in the embodiment but not limited thereto.

The roadside terminal device 20 may calculate the vehicle sensing data of the sensing area and the traffic facility data of the intersection by using a set completion algorithm to obtain the sensing compensation data of the sensing limited area. Wherein the vehicle compensation data comprises: traffic flow data and/or vehicle motion data. The vehicle motion data may include, among other things, the time at which the vehicle is traveling to a stop line at the intersection. Based on the mode, the defect that the vehicle driving data cannot be perceived or the vehicle driving data has limited perception in the perception limited area can be overcome. The specific implementation manner of the completion algorithm will be described in the following embodiments, which are not described herein again.

After obtaining the vehicle sensing data of the sensing area and the vehicle compensation data of the sensing limited area, the roadside terminal device 20 may send a phase control instruction to the signal machine 10 to perform sensing control on the traffic indication signal at the intersection. For example, when the traffic data is large, the duration of the phase stage can be prolonged appropriately; when the traffic data is small, the phase stage is prolonged according to the time when the vehicle arrives at the intersection, and the like.

In the traffic signal sensing control system 100, in order to implement the above data interaction process between the traffic signal 10 and the roadside terminal device 20, the traffic signal 10 and the roadside terminal device 20 may establish a communication connection, and a specific communication connection mode may be determined according to an actual application scenario.

In some exemplary embodiments, the signal 10 and the roadside terminal device 20 may communicate with each other in a wired communication manner and a wireless communication manner. The WIreless communication mode includes short-distance communication modes such as bluetooth, zigBee, infrared, wiFi (WIreless-Fidelity, WIreless Fidelity technology) and the like, long-distance WIreless communication modes such as LORA and the like, and WIreless communication modes based on a mobile network. When the mobile network is connected through communication, the network standard of the mobile network may be any one of 2G (GSM), 2.5G (GPRS), 3G (WCDMA, TD-SCDMA, CDMA2000, UTMS), 4G (LTE), 4G + (LTE +), 5G, wiMax, and the like.

In the embodiment, the vehicle sensing data of the sensing area is acquired through the sensing equipment of the sensing area, and the vehicle compensation data of the sensing limited area is estimated based on the vehicle sensing data of the sensing area and the traffic facility data of the intersection, so that the problems of sensing equipment loss or sensing equipment failure of partial areas can be effectively solved, and good data support is provided for the control of traffic signals. The traffic indication signal is subjected to induction control according to the vehicle perception data perceived by the perception area and the vehicle quantity compensation data of the perception limited area obtained through compensation calculation, so that the traffic indication signal can be dynamically adjusted based on the actual traffic condition, the jam probability of the intersection is reduced, and the traffic efficiency of the intersection is improved.

In some exemplary embodiments, the operation of estimating the vehicle compensation data of the perception limited area according to the vehicle perception data of the perception area and the traffic facility data may include performing compensation calculation of traffic flow data on the perception limited lane, or performing compensation calculation of vehicle motion state on an area where a perception blind area exists on the lane. The following are exemplary descriptions, respectively.

Embodiment A: and performing compensation calculation of traffic flow data on the perception-limited lane.

The roadside terminal device 20 may determine a first lane set having traffic flow sensing capability and a second lane set having no traffic flow sensing capability corresponding to the intersection, and perform compensation calculation on traffic flow data of lanes in the second lane set. The following will exemplarily describe the compensation calculation process of the traffic data by taking any one lane in the second lane set as an example. To facilitate distinction from the foregoing embodiments, any one lane in the second set of lanes is described as the third lane.

In the present embodiment, the transportation facility data may be implemented as: and the effective passing signal time length corresponding to each lane in the intersection. The valid traffic signal duration corresponding to each lane is recorded in the static data of the signal 10, and can be obtained from the basic timing scheme in the static data. When the red and green signals are used as the traffic indication signals, the effective traffic signal duration can be realized as the effective green light duration. The effective green light duration can be obtained by subtracting the loss time before and after the green light from the service period duration of the green light. The front and back loss times include: vehicle start time and vehicle brake time. As shown in fig. 2, effective green period g _e ＝g-l ₁ -l ₂ Wherein g is the service period duration of the green light. Wherein the green light serviceThe period duration refers to the duration of time the right of way is given, and typically includes the actual green light duration and the yellow light duration.

For the third lane, the roadside terminal device 20 may calculate a traffic flow weighting coefficient of each lane in the first lane set according to a ratio of an effective traffic signal duration corresponding to the third lane to an effective traffic signal duration of each lane in the first lane set. For example, taking any one of the fourth lanes in the first set of lanes as an example, the traffic weighting coefficient of the fourth lane may be: the ratio of the effective passing signal time length corresponding to the third lane to the effective passing signal time length of the fourth lane.

The lanes in the first lane set have traffic flow sensing capability, so that the respective traffic flow data of each lane in the first lane set can be acquired. The traffic flow data may be a statistical result of the number of vehicles, the number of passing vehicles per unit time, or a flow rate ratio of the vehicles. The flow ratio represents the ratio of time slice flow to saturation flow rate of the lane

Next, the roadside terminal device 20 may calculate a weighted average of the traffic flow data as the traffic flow data of the third lane according to the traffic flow weighting coefficient of each of the lanes in the first lane set, the traffic flow data of each of the lanes in the first lane set, and the number of lanes of the first lane set. The weighted average is obtained by multiplying each value by a corresponding weight, summing the values to obtain an overall value, and dividing the overall value by the total number of units.

This is further illustrated below in connection with specific formulas.

In each of the above and below-described embodiments of the present application, the vehicle flow data may represent a flow rate ratio based on a flow rate ratio of a lane. The time slice flow of a lane refers to the flow of traffic passing through a certain lane or lane group in unit time. The saturation flow rate refers to the maximum amount of traffic that can pass through a certain lane or group of lanes per unit time.

Taking lane i as an example, the flow rate ratio x of lane i _i The calculation can be performed using the following equation 1:

wherein, f _i Traffic time slice flow, s, for lane i _i Indicating the saturation flow rate of lane i.

Suppose that the effective green time of lane i in the basic timing scheme is g _ei ，g _ei >0; the first lane set with normal traffic flow sensing equipment and the second lane set without normal traffic flow sensing equipment are respectively marked as L ₁ And L ₂ (ii) a Flow ratio x in known lane i _i ，i∈L ₁ On the premise that the flow rate ratio x of the lane j in the second lane set _j The following equation 2 can be used for calculation:

wherein, | L ₁ I represents a set of lanes L ₁ The number of lanes contained in, g _j Indicating the effective green time for lane j,

representing the traffic weighting factor for lane j. When the entrance lanes of the intersection are all provided with normal traffic flow sensing equipment, L ₂ And the flow ratio is not required to be completed for the empty set.

Embodiment B: and carrying out compensation calculation on the motion state of the vehicle in the area with the perception blind area on the lane.

In the foregoing embodiment, the lane in which the motion sensing device is disposed is marked as a second lane, and the roadside terminal device 20 may detect the driving speed and the driving position of the vehicle located within the sensing range of the motion sensing device on the second lane by using the motion sensing device on the second lane. The following will continue the exemplary explanation taking the second lane as an example.

For any vehicle on the second lane, the roadside terminal device 20 may determine the travel speed and the travel position of the vehicle within the perception range detected at the history time. The historical time may be the time when the traveling speed and the traveling speed are detected within a specific retroactive window. For example, when the current time is T and the duration of the trace back window is T, a vehicle sensing record can be obtained from the trace back windows from (T-T) to T, where the vehicle sensing record includes the recording time and the sensed driving speed and driving position of the vehicle. The driving position includes: a remaining travel distance of the vehicle from a stop line on the second lane; wherein, the stop line is positioned in a perception blind area outside the perception range.

According to the remaining travel distance and the travel speed, the roadside terminal device 20 may calculate the travel time period required for the vehicle to reach the stop line. After the running time length is obtained through calculation, the running time length can be superposed on the historical time length to obtain the time when the vehicle reaches the stop line.

This is further illustrated below in connection with specific formulas.

Continue with lane i as an example. Assuming that the current moment is T, and the length of a tracing window is T; the roadside terminal device 20 acquires the ID, the travel position, and the travel speed v of the vehicle k from the motion sensing device at time t0 _k,t0 Wherein the driving position comprises a distance d between the vehicle k on the lane i and a stop line of the lane i _k,t0 。

In all the vehicle information acquired by the motion sensing device within the period from T-T to T, a record closest to the current time can be taken for each vehicle ID. Suppose that the last perception record of any vehicle k corresponds to a historical time T0= T- τ, where 0 ≦ τ ≦ T. Then, the time when the vehicle k reaches the stop line

The calculation process of (c) can be shown as the following formula:

wherein d is _k,t-τ Indicating that vehicle k is at time t-tauDistance from the stop line of lane i;

indicating the travel speed of the vehicle k at time t-tau.

Running speed in the above equation 3

The average speed of the vehicle k towards the stop line can be estimated based on the detected speed of the vehicle at time t- τ, as shown in the following equation:

wherein the content of the first and second substances,

and

a maximum average speed and a minimum average speed are specified for the intersection.

Based on the formula 3 and the formula 4, the time when the vehicle in the sensing coverage range of the motion sensing device and the vehicle entering the sensing blind area reach the stop line can be predicted, so that a data basis is provided for the control process of the traffic indication signal.

The above embodiment a and embodiment B can be executed individually or in combination, and the embodiment is not limited according to specific requirements.

In some optional embodiments, the roadside terminal device 20 may further optimize the phase stage duration of the indicator light at the intersection in real time according to the estimated traffic flow data. The following will specifically explain with reference to embodiment C.

Embodiment C: and optimizing the time-timing duration of the phase stage according to the traffic ratio of the lanes.

In this embodiment, the roadside terminal device 20 may optimize the duration of each phase stage of the traffic indication signal at the intersection according to the vehicle sensing data of the lane and the traffic flow data obtained by the compensation calculation in the embodiment a.

Alternatively, the roadside terminal device 20 may input the traffic data of the lanes in the first set of lanes and the traffic data of the lanes in the second set of lanes into the phase timing optimization model; in the phase timing optimization model, optimizing the respective time length of a plurality of phase stages of the signal according to the traffic flow data of the lanes in the first lane set, the traffic flow data of the lanes in the second lane set and the preset target lane saturation to obtain the respective optimized time length of the plurality of phase stages.

Continue with lane i as an example. Wherein, the phase timing optimization model can be shown as the following formula:

wherein, the first and the second end of the pipe are connected with each other,

indicating the set target saturation, which can be set according to the actual condition of the road. In general terms, it is preferred that,

the value of (A) can be 0.8, 0.85 or 0.9, etc. to ensure that the road is relatively smooth. Wherein, y _i Representing the actual saturation of lane i under the constraint of the minimum phase stage duration; p is the number of phase steps, G _p Represents the phase duration of phase P, P =1,2, \ 8230;, P;

representing optimized durations of multiple phase phases

The constraint condition of the above equation 5 is:

condition 1:

condition 2:

condition 3:

condition 4:

condition 5:

wherein, g _ei The duration of the actual valid traffic signal (e.g. valid green light) representing lane i,

a lower limit value of a valid traffic signal (e.g., a valid green light) indicating lane i. a is _p,i A mapping relation between the phase stage and the lane is shown, if the lane i is allowed to pass in the phase stage p, a _p,i =1, otherwise a _p,i ＝0；l _i Indicating the time lost by lane i in each signal cycle.

An upper limit value representing the duration of the phase stage,

a lower limit value representing a phase stage duration; c ^max Representing the upper limit of the duration of the signal period, C ^min A lower limit value representing a signal period duration; wherein the content of the first and second substances,

C ^max and C ^min The data is described in the static data of the traffic signal 10.

Based on the embodiment C, the optimized time duration of the multiple phase stages of the signal indicator lamp can be calculated in real time according to the sensed traffic flow data and the traffic flow data obtained through compensation calculation, so as to obtain the optimized timing scheme.

On the basis of the above embodiments, the roadside terminal device 20 may perform induction control on the traffic indication signal at the intersection according to the vehicle sensing data of the sensing area and the vehicle compensation data of the sensing limited area. The following is an exemplary description of any one of the current phase stages.

Optionally, if the lanes allowed to pass through in the intersection all belong to the second lane set in the current phase stage, the optimized duration of the current phase stage is taken as the duration of the current phase stage. That is, if none of the lanes allowed to pass through in the current phase stage has normal sensing equipment, the optimized timing scheme calculated in embodiment C is enabled.

Optionally, in the current phase stage, if a part of lanes allowed to pass in the intersection belong to the second lane set, and the traffic data of the part of lanes allowed to pass is greater than or equal to the set traffic threshold, the optimized duration of the current phase stage is taken as the duration of the current phase stage. That is, a certain lane or multiple lanes allowed to pass through in the current phase stage do not have a normal sensing device, and the traffic flow data obtained through compensation calculation is greater than or equal to the set traffic flow threshold, the optimized timing scheme obtained through calculation in the embodiment C is started. Continuing to take lane i as an example, when the traffic flow data is realized as a flow ratio, if the traffic flow ratio x of the lane i allowed to pass through at the current phase stage is larger than the flow ratio x of the lane i allowed to pass through at the current phase stage _i Above a given flow ratio threshold X, i.e. X _i >And X, the optimized duration of the current phase stage is used as the duration of the current phase stage.

In the above embodiment, when the traffic data of the passing lane cannot be sensed or the sensed traffic data is high, the optimized timing scheme is adopted, so that the congestion of the intersection is reduced, and the passing efficiency of the intersection is improved.

Optionally, in the current phase stage, if the allowed lanes in the intersection all belong to the first lane set, the duration of the current phase stage is inductively controlled according to the vehicle motion data on the allowed lanes.

Optionally, in the current phase stage, if the lane allowed to pass in the intersection belongs to the second lane set, and the traffic data of the lane allowed to pass is smaller than the set traffic threshold, the duration of the current phase stage is inductively controlled according to the vehicle motion data on the lane allowed to pass. Continuing to take lane i as an example, when the traffic flow data is realized as a flow ratio, if the traffic flow ratio x of the lane i allowed to pass through at the current phase stage is larger than the flow ratio x of the lane i allowed to pass through at the current phase stage _i Below a given flow ratio threshold value X, i.e. X _i If the time length is less than X, the induction control is carried out on the time length of the current phase stage according to the vehicle motion data on the lane allowing the traffic.

Optionally, when the time length of the current phase stage is inductively controlled according to the vehicle motion data on the traffic lane, the congestion degree of the intersection can be further predicted, and a part of traffic lanes or all traffic lanes are selected from the traffic lane to be inductively controlled. Alternatively, the roadside terminal devices 20 may predict the congestion level at the intersection using an optimized cycle duration, which will be described as an example.

After the roadside terminal device 20 executes the embodiment C, the optimized time lengths of the multiple phase stages of the signal machine may be obtained, and the optimized phase period may be calculated according to the optimized time lengths of the multiple phase stages. Wherein the optimized phase cycle duration

And determining the lane to be detected from the lanes allowed to pass in the current phase according to the optimized phase period.

Alternatively, the optimized phase period may be calculated

With a predetermined upper limit value C of the signal period ^max The difference between them. If the difference is less than the set difference threshold Δ, i.e.

It can be assumed that congestion will occur at the intersection. When the difference threshold value a is small, it is,

when the difference threshold value delta is 0,

at this time, a lane in which the current phase allows passage but the next phase does not may be determined as the lane to be detected.

Optionally, if the phase period is optimized

With a predetermined upper limit value C of the signal period ^max The difference between them is greater than or equal to a set difference threshold delta, i.e.

And if so, the intersection can be considered to be predicted not to be jammed. At this time, the lane whose traffic data satisfies the set condition may be determined as the lane to be detected from the lanes which are allowed to pass in the current phase but are not allowed to pass in the next phase.

The lanes allowing traffic in the current phase stage but not allowing traffic in the next phase stage can be described as common sensing lanes, and the lanes in the common sensing lanes where the traffic data meet the set conditions can be called as key sensing lanes. The key sensing lanes belong to a set of common sensing lanes.

Wherein, the traffic flow data meeting the set condition may include: the flow ratio of the emphasized sensing lane is highest or ranked forward, and the flow ratio of other common sensing lanes in the set of common sensing lanes having different turns from the emphasized sensing lane is less than a given percentage (e.g., 60%, 65%, 70%, etc.) of the highest flow ratio. The key induction lane set comprises all induction lanes which are in the same steering direction with the key induction lane.

After the lane to be detected is determined based on the above embodiment, the duration of the current phase stage can be inductively controlled by combining the vehicle data of the lane to be detected.

Optionally, the roadside terminal device 20 determines whether the duration of the current phase stage is equal to the set upper limit of the signal duration; if the current phase is equal to the upper limit value, the current phase stage is ended;

if the duration of the current phase stage is less than the upper limit value of the signal duration, calculating the time when the vehicle on the lane to be detected reaches the stop line of the lane to be detected according to the embodiment B, and judging whether the vehicle reaches the stop line of the lane to be detected in the transition state of the current phase stage or not after the phase stage is finished at the current time; and if the vehicle reaches the stop line on the lane to be detected in the transition state, prolonging the duration of the current phase stage. The transient state refers to a state within a given unit traffic signal extension time after the end of the valid traffic signal, that is, a state within a given green light extension time after the end of the valid green light.

The above process can be described as a combination of "Gap-Out (unit green light extension time interrupt)" and "Max-Out (maximum green light duration interrupt)" decision logic. When induction control is carried Out on the traffic lane which is allowed to pass, if the time length of the current phase stage does not meet the built-in minimum green light time length of the signaler, waiting is carried Out, and otherwise, the judgment logics of 'Gap-Out' and 'Max-Out' are entered. And the Max-Out logic is mainly used for issuing a phase stage termination instruction when the phase stage reaches the maximum green light time length built in the annunciator. The 'Gap-Out' logic mainly combines the time when all vehicles with the blind zone completion are reached to a stop line and the time length of signal lamp transition states (green light countdown, green flashing, yellow light and all red lights), judges whether vehicles reach the stop line in a region to be detected within the extension time of a given unit green light after an effective green light is finished after a phase stage termination instruction is issued at the current time to enter the phase stage transition state, and if so, prolongs the phase stage; if not, a phase stage termination instruction is issued.

Based on the embodiments, the vehicle sensing data of the sensing area is obtained through the sensing equipment of the sensing area, and the vehicle compensation data of the sensing limited area is estimated based on the vehicle sensing data of the sensing area and traffic facility data of an intersection, so that the problem of sensing equipment loss or sensing equipment failure of partial areas can be effectively solved, and good data support is provided for control of traffic signals. The traffic indication signal is subjected to induction control according to the vehicle perception data perceived by the perception area and the vehicle quantity compensation data of the perception limited area obtained through compensation calculation, so that the traffic indication signal can be dynamically adjusted based on the actual traffic condition, the jam probability of the intersection is reduced, and the traffic efficiency of the intersection is improved.

The traffic signal induction control method provided by the above and below embodiments of the present application is used for significantly improving the delay of the vehicle passing through the intersection when testing at a plurality of test points in a city. The delay condition of the vehicle passing through the intersection can be obtained through vehicle running data fed back by the electronic map. The delay of a vehicle passing through an intersection is defined as: the actual time of the vehicle passing through the intersection is delayed relative to the time of the vehicle passing through the intersection in a free stream situation. Free flow refers to traffic flow without stopping at all, regardless of signal lights. Assuming that the free stream takes 1 minute from point a on one leg of the intersection to point B on the other leg, the data fed back from the actual electronic map shows that the vehicle takes 2 minutes from point a to point B, and the delay at the intersection is 1 minute.

Based on the induction control system provided by the embodiment, the delay time of the vehicle passing through the intersection fed back by the electronic navigation map is averagely reduced by about 15%. The following table optimizes percentages for crossing delay at different time periods for multiple test points:

	night time	Early peak	Mean peak in daytime	Late peak	Late average peak
						Test point intersection 1	13.20％	18.80％	20.20％	16.60％	17.20％
Test point crossing 2	19.40％	18.90％	11％	22％	17.30％
						Test point crossing 3	7.40％	14.40％	8.70％	6.70％	12.20％
Test point intersection 4	12.80％	17.50％	14％	16.70％	15.70％

The test data of the multiple test points are displayed, and based on the traffic signal induction control system provided by the embodiment of the application, the passing efficiency of the intersection can be greatly improved, and the passing time of the intersection is shortened.

In addition to the traffic signal sensing control system provided by the foregoing embodiments, the embodiments of the present application also provide a traffic signal sensing control method, which will be exemplarily described below with reference to the accompanying drawings.

Fig. 3 is a schematic flow chart of a traffic signal sensing control method according to an exemplary embodiment of the present application, where the method may include the steps shown in fig. 3 when executed on a roadside terminal device side:

step 301, determining a perception area and a perception limited area in a lane corresponding to the intersection.

And 302, performing vehicle perception on the perception area by using perception equipment corresponding to the perception area to obtain vehicle perception data.

Step 303, according to the vehicle perception data and the traffic facility data of the intersection, performing perception compensation calculation on the vehicle data of the perception limited area to obtain vehicle compensation data of the perception limited area.

And 304, carrying out induction control on the phase stage of the signal machine of the intersection according to the vehicle perception data and the vehicle compensation data.

In some exemplary embodiments, a manner of obtaining vehicle perception data by using a perception device corresponding to the perception area to perceive the vehicle in the perception area includes: for any first lane with traffic flow sensing capability, counting traffic flow data of the first lane by using traffic flow sensing equipment corresponding to the first lane; and/or detecting the running speed and the running position of the vehicle positioned in the sensing range of the motion sensing equipment on the second lane by utilizing the motion sensing equipment corresponding to the second lane aiming at any second lane with the vehicle motion sensing capability.

In some exemplary embodiments, a way of performing perception compensation calculation on the vehicle data of the perception limited area according to the vehicle perception data and the traffic facility data of the intersection to obtain the vehicle compensation data of the perception limited area includes: determining, for any vehicle on the second lane, a travel speed and a travel position of the vehicle within the perception range detected at a historical time; the driving position includes: a remaining travel distance of the vehicle from a stop line on the second lane; the stop line is positioned in a sensing blind area outside the sensing range; calculating the driving time length required by the vehicle to reach the stop line according to the remaining driving distance and the driving speed; and superposing the running duration on the historical time to obtain the time when the vehicle reaches the stop line.

In some exemplary embodiments, a way of performing compensation calculation on the vehicle data of the perception-restricted area according to the vehicle perception data and the traffic facility data of the intersection to obtain the vehicle compensation data of the perception-restricted area includes: determining a first lane set with traffic flow sensing capability and a second lane set without traffic flow sensing capability corresponding to the intersection; for any third lane in the second lane set, calculating a traffic flow weighting coefficient of each lane in the first lane set according to a ratio of an effective traffic signal duration corresponding to the third lane to an effective traffic signal duration of each lane in the first lane set; and calculating a weighted average value of traffic flow data according to the traffic flow weighting coefficient of each lane in the first lane set, the traffic flow data of each lane in the first lane set and the number of lanes in the first lane set, wherein the weighted average value is used as the traffic flow data of the third lane.

In some exemplary embodiments, the method further comprises: inputting traffic data of lanes in the first lane set and traffic data of lanes in the second lane set into a phase timing optimization model; in the phase timing optimization model, optimizing respective time lengths of a plurality of phase phases of the signal according to the traffic flow data of the lanes in the first lane set, the traffic flow data of the lanes in the second lane set and a preset target lane saturation to obtain respective optimized time lengths of the plurality of phase phases.

In some exemplary embodiments, a way to inductively control the phase of a signal at the intersection based on the vehicle awareness data and the vehicle compensation data, comprises: if the lanes allowed to pass in the intersection all belong to the first lane set in the current phase stage, carrying out induction control on the duration of the current phase stage according to vehicle motion data on the lanes allowed to pass; if the lane allowing the passage in the intersection belongs to the second lane set in the current phase stage, and the traffic flow data of the lane allowing the passage is smaller than a set traffic flow threshold, performing induction control on the duration of the current phase stage according to the vehicle motion data on the lane allowing the passage; if the lanes allowed to pass in the intersection all belong to the second lane set in the current phase stage, taking the optimized duration of the current phase stage as the duration of the current phase stage; and if the part of the lanes which are allowed to pass in the intersection belong to the second lane set in the current phase stage and the traffic flow data of the part of the lanes which are allowed to pass are greater than or equal to the set traffic flow threshold value, taking the optimized time length of the current phase stage as the time length of the current phase stage.

In some exemplary embodiments, a manner of inductively controlling the duration of the current phase stage based on vehicle motion data in the permitted-to-traffic lane includes: determining a lane to be detected from lanes allowed to pass in the current phase; judging whether the duration of the current phase stage is equal to a set signal duration upper limit value or not; if the duration of the current phase stage is equal to the upper limit value of the signal duration, controlling the annunciator to end the current phase stage; if the duration of the current phase stage is less than the upper limit value of the signal duration, judging whether a vehicle reaches a stop line on the lane to be detected in a transition state of the current phase stage or not after the phase stage is finished at the current time according to the time when the vehicle on the lane to be detected reaches the stop line of the lane to be detected; and if the vehicles arrive at the stop line on the lane to be detected in the transition state, controlling the annunciator to prolong the duration of the current phase stage.

In some exemplary embodiments, a manner of determining a lane to be detected from the traffic-enabled lanes includes: determining a set of lanes which are allowed to pass in the current phase stage and are not allowed to pass in the next phase stage as a sensing lane set; calculating an optimized phase period according to the signal optimization duration of a plurality of phase stages of the annunciator; if the difference value between the optimized phase cycle and the preset signal cycle upper limit value is smaller than a set difference value threshold value, taking the lane in the induction lane set as the lane to be detected; and if the difference value between the optimized phase cycle and the preset signal cycle upper limit value is greater than or equal to the set difference value threshold value, determining a lane with traffic flow data meeting set conditions from the induction lane set as the lane to be detected.

It should be noted that the execution subjects of the steps of the methods provided in the above embodiments may be the same device, or different devices may be used as the execution subjects of the methods. For example, the execution subjects of steps 301 to 304 may be device a; for another example, the execution subject of

steps

301 and 302 may be device a, and the execution subject of step 303 may be device B; and so on.

In addition, in some of the flows described in the above embodiments and the drawings, a plurality of operations are included in a specific order, but it should be clearly understood that the operations may be executed out of the order presented herein or in parallel, and the sequence numbers of the operations, such as 301, 302, etc., are merely used for distinguishing different operations, and the sequence numbers do not represent any execution order per se. Additionally, the flows may include more or fewer operations, and the operations may be performed sequentially or in parallel.

It should be noted that, the descriptions of "first", "second", etc. in this document are used for distinguishing different messages, devices, modules, etc., and do not represent a sequential order, nor limit the types of "first" and "second" to be different.

Fig. 4 is a schematic structural diagram of roadside terminal equipment provided in an exemplary embodiment of the present application, where the roadside terminal equipment is suitable for the traffic signal sensing control system provided in the foregoing embodiment. As shown in fig. 4, the roadside terminal device includes: memory 401, processor 402, and communications component 403.

The memory 401 is used for storing computer programs and may be configured to store other various data to support operations on the roadside terminal devices. Examples of such data include instructions for any application or method operating on the roadside terminal device, contact data, phonebook data, messages, pictures, videos, and so forth.

The memory 401 may be implemented by any type or combination of volatile or non-volatile memory devices, such as Static Random Access Memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic memory, flash memory, magnetic or optical disks.

A processor 402, coupled to the memory 401, for executing the computer program in the memory 401, for: determining a perception area and a perception limited area in a lane corresponding to an intersection; carrying out vehicle perception on the perception area by using perception equipment corresponding to the perception area to obtain vehicle perception data; according to the vehicle perception data and the traffic facility data of the intersection, carrying out perception compensation calculation on the vehicle data of the perception limited area to obtain vehicle compensation data of the perception limited area; and performing induction control on the phase stage of the signal machine at the intersection according to the vehicle perception data and the vehicle compensation data.

Further optionally, when the processor 402 performs vehicle sensing on the sensing area by using the sensing device corresponding to the sensing area to obtain vehicle sensing data, the processor is specifically configured to: for any first lane with traffic flow sensing capability, utilizing traffic flow sensing equipment corresponding to the first lane to count traffic flow data of the first lane; and/or detecting the running speed and the running position of the vehicle positioned in the sensing range of the motion sensing equipment on the second lane by utilizing the motion sensing equipment corresponding to the second lane aiming at any second lane with the vehicle motion sensing capability.

Further optionally, when the processor 402 performs perception compensation calculation on the vehicle data in the perception limited region according to the vehicle perception data and the traffic facility data at the intersection to obtain the vehicle compensation data in the perception limited region, the processor is specifically configured to: determining, for any vehicle on the second lane, a travel speed and a travel position of the vehicle within the perception range, which are detected at the historical time; the driving position includes: a remaining travel distance of the vehicle from a stop line on the second lane; the stop line is positioned in a perception blind area outside the perception range; calculating the driving time required by the vehicle to reach the stop line according to the residual driving distance and the driving speed; and superposing the running duration on the historical time to obtain the time when the vehicle reaches the stop line.

Further optionally, when the processor 402 performs compensation calculation on the vehicle data in the perception limited area according to the vehicle perception data and the traffic facility data at the intersection to obtain the vehicle compensation data in the perception limited area, the processor is specifically configured to: determining a first lane set with traffic flow sensing capability and a second lane set without traffic flow sensing capability corresponding to the intersection; for any third lane in the second lane set, calculating a traffic flow weighting coefficient of each lane in the first lane set according to a ratio of an effective traffic signal duration corresponding to the third lane to an effective traffic signal duration of each lane in the first lane set; and calculating a weighted average value of traffic flow data according to the traffic flow weighting coefficient of each lane in the first lane set, the traffic flow data of each lane in the first lane set and the number of lanes in the first lane set, wherein the weighted average value is used as the traffic flow data of the third lane.

Further optionally, the processor 402 is further configured to: inputting traffic data of the lanes in the first lane set and traffic data of the lanes in the second lane set into a phase timing optimization model; in the phase timing optimization model, optimizing respective time lengths of a plurality of phase phases of the signal according to traffic flow data of lanes in the first lane set, traffic flow data of lanes in the second lane set and preset target lane saturation to obtain respective optimized time lengths of the plurality of phase phases.

Further optionally, when the processor 402 performs the sensing control on the phase stage of the traffic signal at the intersection according to the vehicle sensing data and the vehicle compensation data, the processor is specifically configured to: if the lanes allowed to pass in the intersection all belong to the first lane set in the current phase stage, carrying out induction control on the duration of the current phase stage according to vehicle motion data on the lanes allowed to pass; if the lane allowing the passage in the intersection belongs to the second lane set in the current phase stage, and the traffic flow data of the lane allowing the passage is smaller than a set traffic flow threshold, performing induction control on the duration of the current phase stage according to the vehicle motion data on the lane allowing the passage; if the lanes allowed to pass in the intersection all belong to the second lane set in the current phase stage, taking the optimized duration of the current phase stage as the duration of the current phase stage; and if the part of the lanes which are allowed to pass in the intersection belong to the second lane set in the current phase stage and the traffic flow data of the part of the lanes which are allowed to pass are greater than or equal to the set traffic flow threshold value, taking the optimized time length of the current phase stage as the time length of the current phase stage.

Further optionally, when the processor 402 performs the sensing control on the duration of the current phase stage according to the vehicle motion data on the lane allowing passage, the processor is specifically configured to: determining a lane to be detected from lanes allowing passage in the current phase stage; judging whether the duration of the current phase stage is equal to a set signal duration upper limit value or not; if the duration of the current phase stage is equal to the upper limit value of the signal duration, controlling the annunciator to end the current phase stage; if the duration of the current phase stage is less than the upper limit value of the signal duration, judging whether vehicles arrive at the stop line of the lane to be detected or not in the transition state of the current phase stage after the phase stage is finished at the current time according to the time when the vehicles on the lane to be detected arrive at the stop line of the lane to be detected; and if the vehicles arrive at the stop line on the lane to be detected in the transition state, controlling the annunciator to prolong the duration of the current phase stage.

Further optionally, when determining the lane to be detected from the lanes allowing passage, the processor 402 is specifically configured to: determining a set of lanes which are allowed to pass in the current phase stage and not allowed to pass in the next phase stage as an induction lane set; calculating an optimized phase period according to the signal optimization duration of a plurality of phase stages of the signal machine; if the difference value between the optimized phase cycle and the preset signal cycle upper limit value is smaller than a set difference value threshold value, taking the lane in the induction lane set as the lane to be detected; and if the difference value between the optimized phase cycle and the preset signal cycle upper limit value is greater than or equal to the set difference value threshold value, determining a lane with traffic flow data meeting set conditions from the induction lane set as the lane to be detected.

Further, as shown in fig. 4, the roadside terminal device further includes: power supply components 404, and the like. Only a part of the components is schematically shown in fig. 4, and it is not meant that the roadside terminal device includes only the components shown in fig. 4.

Wherein the communication component 403 is configured to facilitate communication between the device in which the communication component is located and other devices in a wired or wireless manner. The device in which the communication component is located may access a wireless network based on a communication standard, such as WiFi,2G, 3G, 4G, or 5G, or a combination thereof. In an exemplary embodiment, the communication component receives a broadcast signal or broadcast related information from an external broadcast management system via a broadcast channel. In an exemplary embodiment, the communication component may be implemented based on Near Field Communication (NFC) technology, radio Frequency Identification (RFID) technology, infrared data association (IrDA) technology, ultra Wideband (UWB) technology, bluetooth (BT) technology, and other technologies.

The power supply 404 provides power to various components of the device in which the power supply is located. The power components may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power for the device in which the power component is located.

Accordingly, the present application further provides a computer-readable storage medium storing a computer program, where the computer program is capable of implementing the steps that can be executed by the roadside terminal device in the above method embodiments when executed.

As will be appreciated by one skilled in the art, embodiments of the present invention may be provided as a method, system, or computer program product. Accordingly, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.

The present invention has been described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.

The memory may include forms of volatile memory in a computer readable medium, random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). Memory is an example of a computer-readable medium.

Computer-readable media, including both permanent and non-permanent, removable and non-removable media, may implement the information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static Random Access Memory (SRAM), dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), read Only Memory (ROM), electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), digital Versatile Disks (DVD) or other optical storage, magnetic cassettes, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium, which can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.

It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrases "comprising a," "8230," "8230," or "comprising" does not exclude the presence of other like elements in a process, method, article, or apparatus comprising the element.

The above description is only an example of the present application and is not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.

Claims

1. A traffic signal sensing control method, comprising:

determining a perception area and a perception limited area in a lane corresponding to an intersection;

carrying out vehicle perception on the perception area by using perception equipment corresponding to the perception area to obtain vehicle perception data;

according to the vehicle perception data and the traffic facility data of the intersection, carrying out perception compensation calculation on the vehicle data of the perception limited area to obtain vehicle compensation data of the perception limited area;

and performing induction control on the phase stage of the signal machine at the intersection according to the vehicle perception data and the vehicle compensation data.

2. The method according to claim 1, wherein the step of performing vehicle perception on the perception area by using the perception device corresponding to the perception area to obtain vehicle perception data comprises:

for any first lane with traffic flow sensing capability, counting traffic flow data of the first lane by using traffic flow sensing equipment corresponding to the first lane; and/or the presence of a gas in the atmosphere,

aiming at any second lane with vehicle motion perception capability, detecting the running speed and the running position of a vehicle positioned in the perception range of the motion perception device on the second lane by utilizing the motion perception device corresponding to the second lane.

3. The method according to claim 2, wherein performing perception compensation calculation on the vehicle data in the perception limited area according to the vehicle perception data and the traffic facility data at the intersection to obtain the vehicle compensation data in the perception limited area comprises:

determining, for any vehicle on the second lane, a travel speed and a travel position of the vehicle within the perception range, which are detected at the historical time; the travel position includes: a remaining travel distance of the vehicle from a stop line on the second lane; the stop line is positioned in a sensing blind area outside the sensing range;

calculating the driving time required by the vehicle to reach the stop line according to the residual driving distance and the driving speed;

and superposing the running duration on the historical time to obtain the time when the vehicle reaches the stop line.

4. The method according to claim 2, wherein performing compensation calculation on the vehicle data in the perception limited area according to the vehicle perception data and the traffic facility data at the intersection to obtain vehicle compensation data in the perception limited area comprises:

determining a first lane set with traffic flow sensing capability and a second lane set without traffic flow sensing capability corresponding to the road junction;

for any third lane in the second lane set, calculating a traffic flow weighting coefficient of each lane in the first lane set according to a ratio of an effective traffic signal duration corresponding to the third lane to an effective traffic signal duration of each lane in the first lane set;

and calculating a weighted average value of traffic flow data according to the traffic flow weighting coefficient of each lane in the first lane set, the traffic flow data of each lane in the first lane set and the number of lanes in the first lane set, wherein the weighted average value is used as the traffic flow data of the third lane.

5. The method of claim 4, further comprising:

inputting traffic data of lanes in the first lane set and traffic data of lanes in the second lane set into a phase timing optimization model;

in the phase timing optimization model, optimizing respective time lengths of a plurality of phase phases of the signal according to the traffic flow data of the lanes in the first lane set, the traffic flow data of the lanes in the second lane set and a preset target lane saturation to obtain respective optimized time lengths of the plurality of phase phases.

6. The method of claim 5, wherein inductively controlling a phase of a signal at the intersection based on the vehicle perception data and the vehicle compensation data comprises:

if the lanes allowed to pass in the intersection all belong to the first lane set in the current phase stage, carrying out induction control on the duration of the current phase stage according to vehicle motion data on the lanes allowed to pass;

if the lane allowing the passage in the intersection belongs to the second lane set in the current phase stage, and the traffic flow data of the lane allowing the passage is smaller than a set traffic flow threshold, performing induction control on the duration of the current phase stage according to the vehicle motion data on the lane allowing the passage;

if the lanes allowed to pass in the intersection all belong to the second lane set in the current phase stage, taking the optimized duration of the current phase stage as the duration of the current phase stage;

and if the part of the lanes allowed to pass in the intersection belong to the second lane set in the current phase stage, and the traffic flow data of the part of the lanes allowed to pass is greater than or equal to the set traffic flow threshold, taking the optimized duration of the current phase stage as the duration of the current phase stage.

7. The method of claim 6, wherein inductively controlling the duration of the current phase based on vehicle motion data in the permitted-to-traffic lane comprises:

determining a lane to be detected from lanes allowing passage in the current phase stage;

judging whether the duration of the current phase stage is equal to a set signal duration upper limit value or not;

if the duration of the current phase stage is equal to the upper limit value of the signal duration, controlling the annunciator to end the current phase stage;

if the duration of the current phase stage is less than the upper limit value of the signal duration, judging whether a vehicle reaches a stop line on the lane to be detected in a transition state of the current phase stage or not after the phase stage is finished at the current time according to the time when the vehicle on the lane to be detected reaches the stop line of the lane to be detected;

and if the vehicles arrive at the stop line on the lane to be detected in the transition state, controlling the annunciator to prolong the duration of the current phase stage.

8. The method of claim 7, wherein determining lanes to be detected from the allowed-to-pass lanes comprises:

determining a set of lanes which are allowed to pass in the current phase stage and not allowed to pass in the next phase stage as an induction lane set;

calculating an optimized phase period according to the signal optimization duration of a plurality of phase stages of the annunciator;

if the difference value between the optimized phase cycle and the preset signal cycle upper limit value is smaller than a set difference value threshold value, taking the lane in the induction lane set as the lane to be detected;

and if the difference value between the optimized phase cycle and the preset signal cycle upper limit value is greater than or equal to the set difference value threshold value, determining a lane with traffic flow data meeting set conditions from the induction lane set as the lane to be detected.

9. A roadside terminal device characterized by comprising: a memory and a processor;

the memory is to store one or more computer instructions;

the processor is to execute the one or more computer instructions to: performing the traffic signal sensing control method of any of claims 1-8.

10. A computer-readable storage medium storing a computer program, wherein the computer program is capable of implementing the traffic signal sensing control method according to any one of claims 1 to 8 when executed by a processor.