CN117218871A - Intersection signal timing method, equipment and storage medium - Google Patents
Intersection signal timing method, equipment and storage medium Download PDFInfo
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Abstract
The invention relates to the field of traffic control systems, and discloses a crossing signal timing method, equipment and a storage medium, wherein the method comprises the following steps: according to each preset phase of the target intersection signal, determining the driving direction corresponding to each preset phase, the number of lanes corresponding to each driving direction and the motor vehicle flow corresponding to each driving direction; determining an initial signal period by combining the total loss time corresponding to each preset phase; for each preset phase, determining effective green time according to an initial signal period, a driving direction corresponding to the preset phase and motor vehicle flow corresponding to the driving direction; aiming at each pedestrian crossing phase, taking the maximum value of the effective green light time and the shortest green light time corresponding to the pedestrian crossing phase as new effective green light time; and determining the green time display and the target signal period corresponding to each preset phase according to the effective green time corresponding to each preset phase, so as to comprehensively consider pedestrians and motor vehicles to improve the effect of signal timing rationality of the intersection.
Description
Technical Field
The present invention relates to the field of traffic control systems, and in particular, to a method, apparatus, and storage medium for timing signals at intersections.
Background
The intersection is used as a road node, the traffic capacity is low, the traffic conflict is high, and the intersection is an important point in urban road traffic management. The improvement of the social motorized level makes the important node of the urban intersection more and more easy to generate congestion conflict, and influences the normal working life and trip safety of people.
At present, when the signal timing is carried out on the intersection, the sight is focused on the passing efficiency and the passing safety of the motor vehicle, the safety of pedestrians and non-motor vehicles is not concerned, and traffic accidents are easily caused.
In view of this, the present invention has been made.
Disclosure of Invention
In order to solve the technical problems, the invention provides a method, equipment and a storage medium for timing signals of an intersection, which realize comprehensive consideration of traffic safety and traffic efficiency of pedestrians and motor vehicles so as to improve the rationality of timing signals of the intersection.
The embodiment of the invention provides a method for timing an intersection signal, which comprises the following steps:
determining driving directions corresponding to the preset phases, the number of lanes corresponding to the driving directions and the motor vehicle flow corresponding to the driving directions according to the preset phases of the target intersection signals; the driving direction is a straight driving direction or a left turning direction corresponding to each inlet of the target intersection;
Determining an initial signal period according to the total loss time corresponding to each preset phase, the driving direction corresponding to each preset phase, the number of lanes corresponding to each driving direction and the motor vehicle flow corresponding to each driving direction;
for each preset phase, determining effective green light time corresponding to the preset phase according to the initial signal period, a driving direction corresponding to the preset phase and motor vehicle flow corresponding to the driving direction;
for each pedestrian crossing phase, updating the effective green light time corresponding to the pedestrian crossing phase according to the maximum value of the effective green light time and the shortest green light time corresponding to the pedestrian crossing phase; the pedestrian crossing phase is the phase of the pedestrian passing through the target intersection in each preset phase;
and determining the display green time and the target signal period corresponding to each preset phase according to the effective green time corresponding to each preset phase.
The embodiment of the invention provides electronic equipment, which comprises:
a processor and a memory;
the processor is configured to execute the steps of the intersection signal timing method according to any of the embodiments by calling a program or an instruction stored in the memory.
Embodiments of the present invention provide a computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of the intersection signal timing method of any of the embodiments.
The embodiment of the invention has the following technical effects:
according to each preset phase of the target intersection signal, the driving direction corresponding to each preset phase, the number of lanes corresponding to each driving direction and the motor vehicle flow corresponding to each driving direction are determined, and then, according to the total loss time corresponding to each preset phase, the driving direction corresponding to each preset phase, the number of lanes corresponding to each driving direction and the motor vehicle flow corresponding to each driving direction, an initial signal period is determined, a signal period is determined more accurately, for each preset phase, the effective green light time corresponding to the preset phase is determined according to the initial signal period, the driving direction corresponding to the preset phase and the motor vehicle flow corresponding to the driving direction, so as to ensure the traffic safety and traffic efficiency of the motor vehicle, and for each pedestrian crossing phase, the effective green light time corresponding to the pedestrian crossing phase is updated according to the maximum value in the effective green light time and the shortest green light time corresponding to ensure the traffic safety of the pedestrian, the display time corresponding to each preset phase and the target signal period are determined according to the effective time corresponding to each green light phase, and the reasonable green light time corresponding to the pedestrian crossing signal period is achieved, and the traffic safety and traffic efficiency of the intersection is improved.
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In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a method for timing signals at an intersection provided by an embodiment of the invention;
FIG. 2 is a schematic diagram of a target intersection provided by an embodiment of the present invention;
FIG. 3 is a four-phase schematic diagram provided by an embodiment of the present invention;
FIG. 4 is a schematic illustration of pedestrian-vehicle collision provided by an embodiment of the present invention;
FIG. 5 is a schematic view of a conflict point provided by an embodiment of the present invention;
fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the invention, are within the scope of the invention.
The intersection signal timing method provided by the embodiment of the invention is mainly suitable for the situation of timing each phase of intersection signals by comprehensively considering the traffic safety and traffic efficiency of motor vehicles and pedestrians. The intersection signal timing method provided by the embodiment of the invention can be executed by the electronic equipment.
Fig. 1 is a flowchart of a method for timing signals at an intersection according to an embodiment of the present invention. Referring to fig. 1, the intersection signal timing method specifically includes:
s110, determining driving directions corresponding to the preset phases, the number of lanes corresponding to the driving directions and the motor vehicle flow corresponding to the driving directions according to the preset phases of the target intersection signals.
The target intersection is an intersection where signal timing is to be performed, as shown in fig. 2. The preset phase is various phases preset in the target intersection, for example: two-phase, four-phase, etc. FIG. 3 is a four-phase diagram, phi 1 -φ 4 Four phases respectively. Driving sideAnd (5) the direction of straight movement or the direction of left turning corresponding to each inlet of the target intersection. Note that, the right turn direction is not considered because the influence of the right turn direction on the target intersection is small, and the vehicle entering the target intersection is also generally short. Inlet means an intersection into a target intersection, and illustratively, north Inlet means an intersection which enters the intersection from the North direction. The number of lanes is the number of lanes corresponding to the driving direction corresponding to the preset phase, and as shown in fig. 2 and 3, the target intersection is shown in phi 3 The number of lanes corresponding to the straight direction of the north inlet in the phase is 2, and the target intersection is phi 1 The number of lanes corresponding to the left turn direction of the phase Chinese and western entrance is 1. The motor vehicle flow is the motor vehicle flow which enters the target intersection per hour in the timing period according to the driving direction.
Specifically, according to each preset phase of the target intersection signal, the driving direction corresponding to each preset phase can be determined, as shown in fig. 3, phi 1 The driving direction corresponding to the phase is the left turning direction of the west entrance and the left turning direction of the east entrance. Further, the number of lanes corresponding to each driving direction may be determined, and the flow rate of the motor vehicle corresponding to each driving direction may be determined by statistical investigation.
For example, traffic surveys of the peak and flat peak at the target intersection for one week may be averaged over one week. For example: the peak sections are respectively 7:00-9:00 am, 4:00-6:00 pm, the peak sections are 9:00-11:00 am, 1:00-3:00 pm, etc.
S120, determining an initial signal period according to the total loss time corresponding to each preset phase, the driving direction corresponding to each preset phase, the number of lanes corresponding to each driving direction and the motor vehicle flow corresponding to each driving direction.
The total loss time corresponding to each preset phase is the sum of the loss times of each preset phase in one period, for example: the total lost time may include vehicle start-up lost time, yellow light unused time, and total red light time. The initial signal period is a signal period determined in consideration of traffic safety and traffic efficiency of the motor vehicle.
Specifically, according to the driving directions corresponding to the preset phases, the number of lanes corresponding to the driving directions, and the motor vehicle flow corresponding to the driving directions, the number of motor vehicles driving into the target intersection in unit time in each preset phase can be determined, and further, the green time required for ensuring that the motor vehicles smoothly drive out of the target intersection is determined. And adding the green time corresponding to each preset phase and the total loss time to obtain an initial signal period.
It should be noted that, the classical weber algorithm mainly focuses on vehicle passing efficiency, restrains signal timing with minimum delay as a target, and obtains an optimal signal period when a vehicle passes through an intersection through investigation and test. The weber algorithm is effective when the saturation of the intersection is low, and the delay is large when the saturation is high. The number of conflict points in the intersection is moderately reduced, delay caused by conflict can be reduced, the traffic capacity is ensured, and the traffic efficiency and the safety are improved. If all vehicles can drive away from the intersection as many as possible in the green light phase, that is, the maximum traffic capacity of the good intersection is exerted, no conflict can be generated in an ideal state, and delay is caused.
On the basis of the above example, the initial signal period may be determined according to the total loss time corresponding to each preset phase, the driving direction corresponding to each preset phase, the number of lanes corresponding to each driving direction, and the motor vehicle flow corresponding to each driving direction by:
for each preset phase, determining the maximum value of the motor vehicle flow corresponding to each driving direction corresponding to the preset phase as the driving flow corresponding to the preset phase;
and determining an initial signal period according to the driving-in flow, the number of driving-in lanes, the preset crossing passing time and the total loss time corresponding to each preset phase.
The inflow rate is the maximum value of the current motor vehicle flow rate in each driving direction of the preset phase. The number of driving lanes is the number of lanes in the driving direction corresponding to the driving flow rate. The preset intersection passing time is a preset time for the motor vehicle to pass through the target intersection, and can be determined according to the observation of the target intersection, for example, 2.5s and the like.
Specifically, for each preset phase, the motor vehicle flow in each driving direction corresponding to the preset phase is obtained, and the maximum value of the motor vehicle flow is used as the driving flow corresponding to the preset phase. Further, the number of lanes corresponding to the driving-in flow rate is defined as the driving-in number of lanes. Further, for the driving-in flow and the number of driving-in lanes corresponding to each preset phase, the flow of each driving-in lane in a unit time may be determined. The green time of the preset phase can be determined in combination with the preset intersection passing time. Further, the initial signal period may be determined by adding the total lost time.
Illustratively, the initial signal period is determined by the following formula:
wherein,Cfor the initial signal period to be a period,Lin order to be able to take the total lost time,g i is the firstiThe effective green time corresponding to the preset phase is less than or equal to 1i≤n，nIs the number of preset phases.
On the basis of the above example, the initial signal period may be determined according to the driving-in flow rate, the number of driving-in lanes, the preset intersection passing time, and the total loss time corresponding to each preset phase in the following manner:
the initial signal period is determined by the following formula:
wherein,Cfor the initial signal period to be a period,Lin order to be able to take the total lost time,nfor the number of preset phases,S i is the firstiThe inflow rate corresponding to each preset phase,N i is the firstiThe number of driving lanes corresponding to the preset phases,t i is the firstiPreset corresponding to each preset phaseIntersection transit time.
Specifically, the effective green time corresponding to the preset phase is determined by the following formula:
wherein,g i is the firstiThe effective green time corresponding to the preset phase,S i is the firstiThe inflow rate corresponding to each preset phase,N i is the firstiThe number of driving lanes corresponding to the preset phases,t i is the firstiThe passing time of the preset intersection corresponding to the preset phases is 1-1i≤n，nIs the number of preset phases.
Further, the effective green time corresponding to each preset phase is substituted into the formula of the initial signal period to obtain:
the above formula is arranged to obtain:
wherein,Cfor the initial signal period to be a period,Lin order to be able to take the total lost time,nfor the number of preset phases,S i is the firstiThe inflow rate corresponding to each preset phase,N i is the firstiThe number of driving lanes corresponding to the preset phases,t i is the firstiAnd the preset intersection passing time corresponding to the preset phases.
Exemplary, a peak on weekdays motor vehicle flow statistics table as shown in Table 1, a target intersection schematic diagram as shown in FIG. 2, and a four-phase schematic diagram as shown in FIG. 3, phi 1 The corresponding driving directions of the phases are respectively east import left turn and west import left turn, and the motor vehicle flows are 197 per hour and 262 per hour respectively, thus phi 1 Phase correspondenceThe driving flow of the vehicle is 262 vehicles per hour, and the corresponding driving lane number is 1; phi (phi) 2 The corresponding driving directions of the phases are respectively east import straight driving and west import straight driving, and the flow of the motor vehicle is respectively 607 vehicles per hour and 771 vehicles per hour, thus phi 2 The corresponding driving-in flow of the phase is 771 per hour, and the corresponding driving-in lane number is 3; accordingly, phi can be determined 3 The corresponding driving-in flow of the phase is 720 vehicles per hour, and the corresponding driving-in lane number is 2; phi (phi) 4 The phase corresponds to 275 driving-in traffic per hour, and the number of driving-in lanes is 1. Assuming that the preset intersection passing time is 2.5s, assuming that the vehicle has a start-up loss time of 2s, a time that the yellow lamp cannot be utilized is 2s, and a full red time is 3s in each preset phase, therefore,L=L 1 +L 2 +L 3 +L 4 =4× (2+2+3) =28s, wherein,Lin order to be able to take the total lost time,nfor the number of preset phases,L i is the firstiThe lost time corresponding to each preset phase.
Table 1 statistics of peak motor vehicle flow at working day
Further, the above data is substituted into the formula for determining the initial signal period:
for driving safety, the initial signal period of the calculated peak segment can be rounded up to obtainC=141。
Exemplary, a weekday peak-to-peak motor vehicle flow statistics, such as that shown in Table 2, a target intersection schematic, such as that shown in FIG. 2, and a four-phase schematic, such as that shown in FIG. 3, is known as phi 1 Phase pairThe corresponding driving-in flow is 231 vehicles per hour, and the corresponding driving-in lane number is 1; phi (phi) 2 The corresponding driving-in flow of the phase is 632 vehicles per hour, and the corresponding driving-in lane number is 3; phi (phi) 3 The corresponding driving-in flow of the phase is 621 per hour, and the corresponding driving-in lane number is 2; phi (phi) 4 The driving-in flow corresponding to the phase is 242 vehicles per hour, and the corresponding driving-in lane number is 1. Similarly, assuming a total loss time of 28s, the preset intersection transit time is 2.5s.
Table 2 statistics of motor vehicle flow at the weekday peak
Further, the above data is substituted into the formula for determining the initial signal period:
for driving safety, the initial signal period of the calculated flat peak section can be rounded up to obtainC=91。
S130, for each preset phase, determining the effective green time corresponding to the preset phase according to the initial signal period, the driving direction corresponding to the preset phase and the motor vehicle flow corresponding to the driving direction.
The effective green time is a driving time in the driving direction in a corresponding preset phase, for example, a part of yellow light time utilized by driving is also used as the effective green time, the effective green time is not necessarily a green display time, and the green display time is a green display time corresponding to each phase in a signal period.
Specifically, for each preset phase, according to the driving direction corresponding to the preset phase and the motor vehicle flow corresponding to the driving direction, the traffic pressure of the target intersection, namely the driving-in flow, can be determined. Furthermore, in combination with the initial signal period, the effective green time required for each preset phase for relieving traffic pressure in one period can be determined.
On the basis of the above example, the effective green time corresponding to the preset phase may be determined according to the initial signal period, the driving direction corresponding to the preset phase, and the motor vehicle flow corresponding to the driving direction in the following manner:
for each preset phase, determining the maximum value of the motor vehicle flow corresponding to each driving direction corresponding to the preset phase as the driving flow corresponding to the preset phase;
and determining the effective green light time corresponding to the preset phase according to the driving-in flow, the number of driving-in lanes, the preset crossing passing time and the initial signal period corresponding to each preset phase.
Specifically, for each preset phase, the motor vehicle flow in each driving direction corresponding to the preset phase is obtained, and the maximum value of the motor vehicle flow is used as the driving flow corresponding to the preset phase. Further, the number of lanes corresponding to the driving-in flow rate is defined as the driving-in number of lanes. Further, for the driving-in flow and the number of driving-in lanes corresponding to each preset phase, the flow of each driving-in lane in a unit time may be determined. The effective green time of the preset phase in one period can be determined in combination with the preset intersection transit time and the initial signal period.
On the basis of the above example, the effective green light time corresponding to the preset phase may be determined according to the driving-in flow, the number of driving-in lanes, the preset intersection passing time and the initial signal period corresponding to each preset phase in the following manner:
the effective green light time corresponding to the preset phase is determined by the following formula:
wherein,g i is the firstiThe effective green time corresponding to the preset phase,S i is the firstiThe inflow rate corresponding to each preset phase,N i is the firstiThe number of driving lanes corresponding to the preset phases,t i is the firstiThe passing time of the preset intersection corresponding to the preset phases is 1-1i≤n，nFor the number of preset phases,Cis the initial signal period.
In particular, according toCan determine the firstiThe flow rate of each driving-in lane corresponding to each preset phase in each hour can be converted into the first one by dividing the flow rate by 60 multiplied by 60iThe flow rate of each driving-in lane corresponding to each preset phase in each second. Dividing the initial signal period by the firstiThe flow rate of each driving-in lane in each second corresponding to each preset phase is multiplied by the passing of each vehicleiThe corresponding preset intersection passing time of the preset phases can be obtainediAnd the effective green time corresponding to the preset phase is set.
For example, as shown in fig. 2, 3 and tables 1 and 2, the initial signal period 141s of the peak segment and the initial signal period 91s of the flat peak segment may be determined, and then, the effective green time formulas corresponding to the preset phases are respectively substituted and determined:
Peak segment:
flat peak section:
and S140, updating the effective green light time corresponding to the pedestrian crossing phase according to the maximum value of the effective green light time and the shortest green light time corresponding to the pedestrian crossing phase aiming at each pedestrian crossing phase.
The pedestrian crossing phase is the phase of the pedestrian passing through the target intersection in each preset phase. As shown in fig. 2 and 3, since the pedestrian crossing phase is a straight-line phase, the pedestrian crossing phase is Φ 2 Phase and phi 3 Phase position. The shortest green light time may be calculated by the following formula:
wherein g min The shortest green light time is P is the pedestrian lag time, D is the pedestrian crossing distance, S is the pedestrian crossing speed, and I is the green light interval time.
Specifically, on the basis of the driving efficiency and the driving safety of the motor vehicle, in order to ensure the street crossing safety of pedestrians, the maximum value of the effective green light time and the shortest green light time corresponding to the street crossing phase of the pedestrians is required to be used as the effective green light time corresponding to the street crossing phase of the pedestrians.
Exemplary, as shown in FIGS. 2 and 3, assume that the pedestrian crossing phase is φ 2 Phase and phi 3 Phase, peak segment is determined by the foregoing calculation: g 2 high =25，g 3 high =35; flat peak section: g 2 plane =13，g 3 plane =20. The width of the crosswalk at the east and west entrances is 25m, the crosswalk at the north and south entrances is 18m, the lag time of pedestrians is 7s, the street crossing speed of pedestrians is 1.2m/s, and the green light interval time is 7s. Accordingly, the formula for the shortest green lamp time is substituted:
due to g 2min ＜g 2 high ，g 3min ＜g 3 high Therefore, the effective green light time corresponding to the pedestrian crossing phase is unchanged; g 2min ＞g 2 plane ，g 3min ＞g 3 plane Thus, phi 2 The effective green time corresponding to the phase becomes 15 phi 3 The effective green time for the phase correspondence becomes 21.
Based on the above example, before updating the effective green light time corresponding to the pedestrian crossing phase according to the maximum value of the effective green light time and the shortest green light time corresponding to the pedestrian crossing phase for each pedestrian crossing phase, the shortest green light time may also be determined by:
step one, for each pedestrian crossing phase, determining conflict time corresponding to the pedestrian crossing phase according to the pedestrian crossing distance corresponding to the pedestrian crossing phase, the pedestrian crossing speed, the target vehicle distance of the intersecting road corresponding to the pedestrian crossing distance and the vehicle running speed.
The intersecting road is a vehicle road perpendicular to a crosswalk corresponding to the pedestrian crossing phase. The target distance is the lane length of the intersecting road. The conflict time is a comprehensive value of the time when the motor vehicle runs to the conflict point and the time when the pedestrian safely crosses the street, and is used for avoiding the conflict between the pedestrian and the vehicle and ensuring the pedestrian to safely cross the street.
Specifically, for each pedestrian crossing phase, the time for safely crossing the pedestrian can be determined according to the pedestrian crossing distance and the pedestrian crossing speed corresponding to the pedestrian crossing phase, and the time for the motor vehicle to travel to the conflict point can be determined according to the target vehicle distance and the vehicle traveling speed of the intersecting road corresponding to the pedestrian crossing distance. Furthermore, the collision time can be determined according to the time when the motor vehicle travels to the collision point and the time when the pedestrian travels to the collision point.
On the basis of the above example, the collision time corresponding to the pedestrian crossing phase may be determined from the pedestrian crossing distance corresponding to the pedestrian crossing phase, the pedestrian crossing speed, the target traveling distance of the intersecting road corresponding to the pedestrian crossing distance, and the vehicle traveling speed by:
the conflict time corresponding to the pedestrian crossing phase is determined by the following formula:
wherein,t’for the collision time corresponding to the pedestrian crossing phase,cdfor the pedestrian crossing distance corresponding to the pedestrian crossing phase,abfor a target travel distance of an intersecting road corresponding to a pedestrian crossing distance,v p is the speed of the pedestrians crossing the street,v c is the vehicle travel speed.
Specifically, as shown in the schematic diagram of pedestrian-vehicle collision in fig. 4, the pedestrian follows cdWalking and vehicle edgeabThe vehicle is driven to travel by the vehicle,cdthe pedestrian crossing distance corresponding to the pedestrian crossing phase is calculated according toCan determine the arrival of a pedestriancdThe time required for the middle, i.e. the minimum of the time for pedestrians to safely cross the street.abFor a target distance of a crossing road corresponding to a pedestrian crossing distance, according to +.>The time the vehicle is driving to the point of conflict can be determined. Further, the maximum value of the two times is set as the collision time corresponding to the pedestrian crossing phase.
It will be appreciated that in order to avoid a collision between a pedestrian and a vehicle, the pedestrian is caused to cross a street safely, and the maximum value between the time at which the vehicle reaches the point of conflict and the time required for the pedestrian to cross the street safely is selected as the collision time. The method has two preconditions, namely, the worst situation occurs, and pedestrians start to walk into a target intersection when the last yellow light is terminated; secondly, the pedestrian arrives at the groundcdAfter the middle of the segment, due toabThe traffic flow is largely driven in, and pedestrians can not cross the street and wait for the traffic flow to pass through at the position of the middle traffic island, and wait for the next green light.
And step two, determining green light interval time corresponding to pedestrian crossing phases according to conflict time, preset vehicle safety crossing interval time, preset vehicle starting reaction time and time required for the straight-going first vehicle corresponding to the crossing road to travel to a conflict point.
The preset vehicle safety crossing interval time is a required interval time of vehicle safety crossing, and the required time between motor vehicles is usually 5s, which is not particularly limited herein. The preset vehicle start reaction time is the time for starting and reacting the vehicle, and is usually 1.8-2.0s, which is related to the vehicle type and is not particularly limited herein.
Specifically, the comprehensive conflict time, the preset vehicle safety crossing interval time, the preset vehicle starting reaction time and the required time for the straight-going first vehicle corresponding to the crossing road to travel to the conflict point can be calculated and output through a preset formula or model, and the green light interval time corresponding to the pedestrian crossing phase is calculated and output. The preset formula or model can be obtained by fitting or training according to sample data in advance and is used for determining green light interval time.
On the basis of the above example, the green light interval time corresponding to the pedestrian crossing phase can be determined according to the conflict time, the preset vehicle safety crossing interval time, the preset vehicle starting reaction time and the required time for the straight-going head vehicle corresponding to the crossing road to travel to the conflict point in the following manner:
the green light interval time corresponding to the pedestrian crossing phase is determined by the following formula:
Wherein,Ifor the green light interval time corresponding to the pedestrian crossing phase,t’for the collision time corresponding to the pedestrian crossing phase,t x for a preset vehicle safety crossover interval,t q in order to preset the vehicle start-up reaction time,t h the time required for the straight-going first vehicle corresponding to the intersected road to travel from the stop line to the conflict point is provided.
It should be noted that, the setting of the green light interval time is to make the traffic flow of the previous preset phase completely drive out of the target intersection, so as to avoid collision with the traffic flow of the next preset phase, and when the green light interval time is set, the running time difference between the vehicle stop line and the conflict point of the two adjacent preset phases is comprehensively considered. The conventional algorithm calculates the green light interval time on the condition that the last vehicle which is driven out when the green light time of the current preset phase is terminated and the first vehicle which is driven out when the green light of the next preset phase is started can safely drive through at the conflict point. A minimum value, for example 4s, is typically set and fixed in the internal program of the signal controller to ensure that the green light interval between preset phases is greater than 4s. As shown in the schematic view of the conflict point in fig. 5, A, B, C and D represent the mid-points of the parking line, E, F, G and H represent the conflict points, the points F and H need to be considered first after the green time in the east-west direction is terminated, and the points G and E need to be considered again after the green time in the north-south direction is terminated. Because the vehicle takes braking measures after the yellow lamp is lighted, the vehicle can still drive through the stop line and continue to drive. Therefore, the intersection procedure for the conflict point of fig. 5 is in accordance with the following formula:
If the safety interval is not considered, then the adverse conditions for traffic flow operation are:
at this point, the intersecting flows will take braking action to avoid collisions.
Wherein,Ifor the green light interval time corresponding to the pedestrian crossing phase,t z for the time required for braking the vehicle in the entrance road, generally 2s are taken,t w for the time required for the last car with the last preset phase to travel from the stop line to the conflict point,t x for presetting the vehicle safety crossing interval, the time required between vehicles is typically 5s,t h ' the time required for braking the straight-going first vehicle corresponding to the intersected road from the stop line to the conflict point,t q in order to preset the vehicle start-up reaction time,t h the time required for the straight-going first vehicle corresponding to the intersected road to travel from the stop line to the conflict point is provided.
If the worst case is considered, the vehicle that finally enters the target intersection should just leave the stop line when the yellow light is terminated, so it is possible to obtain:
wherein y is the time of the yellow lamp, and other symbols have the same meaning. The above formula assumes that the car leaves the stop line when the yellow light is terminatedThe vehicle having no braking process, i.e. no timet z 。
If the pedestrian and non-motor vehicle flows at the target intersection are large and the corresponding preset phase is not set, in order to reduce the possibility of collision, the collision time t' is used to replace y+t w 。
And thirdly, determining the shortest green light time corresponding to the pedestrian crossing phase according to the green light interval time, the pedestrian lag time, the pedestrian crossing distance and the pedestrian crossing speed.
Specifically, the shortest green lamp time corresponding to the pedestrian crossing phase is determined according to the following formula:
wherein g min The shortest green light time is P is the pedestrian lag time, D is the pedestrian crossing distance, S is the pedestrian crossing speed, and I is the green light interval time.
S150, according to the effective green light time corresponding to each preset phase, determining the green light display time corresponding to each preset phase and the target signal period.
The green light time is displayed by increasing the utilization time of the yellow light on the basis of the effective green light time. The target signal period is the sum of the time of each preset phase of one period corresponding to the target intersection.
Specifically, for each preset phase, adding the effective green light time of the preset phase to the yellow light utilization time to obtain the display green light time corresponding to the preset phase. And adding the display green light time, the preset red light time and the preset yellow light time corresponding to each preset phase to obtain a target signal period.
Based on the above example, the display green time and the target signal period corresponding to each preset phase may be determined according to the effective green time corresponding to each preset phase by:
Aiming at each preset phase, taking the sum of the effective green light time and the yellow light utilization time corresponding to the preset phase as the green light display time corresponding to the preset phase;
and taking the sum value of the display green light time, the preset red light time and the preset yellow light time corresponding to each preset phase as a target signal period.
The yellow light utilization time is a part of yellow light time which can be utilized when the vehicle passes through the target intersection, for example, 1s and the like. The preset red light time is preset display red light time, and the preset yellow light time is preset display yellow light time.
For example, the effective green light time corresponding to the four preset phases of the peak segment is 26s,25s,35s and 27s, and the yellow light utilization time is 1s, so that the display green light time corresponding to the four preset phases of the peak segment is 27s,26s,36s and 28s, the preset red light time is 3s, the preset yellow light time is 3s, and the target signal period is 141s. The effective green light time corresponding to the four preset phases of the flat peak section is 15s,21s and 15s respectively, the yellow light utilization time is 1s, the display green light time corresponding to the four preset phases of the flat peak section is 16s,22s and 16s respectively, the preset red light time is 3s, the preset yellow light time is 3s, and the target signal period is 94s.
Alternatively, the green light time may be determined by the following formula:
wherein g i ' as the firstiThe green time is displayed corresponding to the preset phase,g i is the firstiA valid green time corresponding to the preset phase, A i Is the firstiPreset yellow lamp time corresponding to preset phase i Represent the firstiAnd the phase loss time corresponding to the preset phases.
The embodiment has the following technical effects: according to each preset phase of the target intersection signal, the driving direction corresponding to each preset phase, the number of lanes corresponding to each driving direction and the motor vehicle flow corresponding to each driving direction are determined, and then, according to the total loss time corresponding to each preset phase, the driving direction corresponding to each preset phase, the number of lanes corresponding to each driving direction and the motor vehicle flow corresponding to each driving direction, an initial signal period is determined, a signal period is determined more accurately, for each preset phase, the effective green light time corresponding to the preset phase is determined according to the initial signal period, the driving direction corresponding to the preset phase and the motor vehicle flow corresponding to the driving direction, so as to ensure the traffic safety and traffic efficiency of the motor vehicle, and for each pedestrian crossing phase, the effective green light time corresponding to the pedestrian crossing phase is updated according to the maximum value in the effective green light time and the shortest green light time corresponding to ensure the traffic safety of the pedestrian, the display time corresponding to each preset phase and the target signal period are determined according to the effective time corresponding to each green light phase, and the reasonable green light time corresponding to the pedestrian crossing signal period is achieved, and the traffic safety and traffic efficiency of the intersection is improved.
Fig. 6 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. As shown in fig. 6, the electronic device 200 includes one or more processors 201 and memory 202.
The processor 201 may be a Central Processing Unit (CPU) or other form of processing unit having data processing and/or instruction execution capabilities, and may control other components in the electronic device 200 to perform desired functions.
Memory 202 may include one or more computer program products that may include various forms of computer-readable storage media, such as volatile memory and/or non-volatile memory. The volatile memory may include, for example, random Access Memory (RAM) and/or cache memory (cache), and the like. The non-volatile memory may include, for example, read Only Memory (ROM), hard disk, flash memory, and the like. One or more computer program instructions may be stored on the computer readable storage medium that may be executed by the processor 201 to implement the intersection signal timing method and/or other desired functions of any of the embodiments of the present invention described above. Various content such as initial arguments, thresholds, etc. may also be stored in the computer readable storage medium.
In one example, the electronic device 200 may further include: an input device 203 and an output device 204, which are interconnected by a bus system and/or other forms of connection mechanisms (not shown). The input device 203 may include, for example, a keyboard, a mouse, and the like. The output device 204 may output various information to the outside, including warning prompt information, braking force, etc. The output device 204 may include, for example, a display, speakers, a printer, and a communication network and remote output apparatus connected thereto, etc.
Of course, only some of the components of the electronic device 200 that are relevant to the present invention are shown in fig. 6 for simplicity, components such as buses, input/output interfaces, etc. are omitted. In addition, the electronic device 200 may include any other suitable components depending on the particular application.
In addition to the methods and apparatus described above, embodiments of the invention may also be a computer program product comprising computer program instructions which, when executed by a processor, cause the processor to perform the steps of the intersection signal timing method provided by any of the embodiments of the invention.
The computer program product may write program code for performing operations of embodiments of the present invention in any combination of one or more programming languages, including an object oriented programming language such as Java, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device, partly on a remote computing device, or entirely on the remote computing device or server.
Furthermore, embodiments of the present application may also be a computer-readable storage medium, having stored thereon computer program instructions which, when executed by a processor, cause the processor to perform the steps of the intersection signal timing method provided by any of the embodiments of the present application.
The computer readable storage medium may employ any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. The readable storage medium may include, for example, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium would include the following: an electrical connection having one or more wires, a portable disk, a hard disk, random Access Memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of the present application. As used in this specification, the terms "a," "an," "the," and/or "the" are not intended to be limiting, but rather are to be construed as covering the singular and the plural, unless the context clearly dictates otherwise. The terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, 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, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method or apparatus comprising such elements.
It should also be noted that the positional or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the positional or positional relationship shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention. Unless specifically stated or limited otherwise, the terms "mounted," "connected," and the like are to be construed broadly and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and not for limiting the same; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the essence of the corresponding technical solutions from the technical solutions of the embodiments of the present invention.
Claims (10)
1. A method for timing signals at an intersection, comprising:
determining driving directions corresponding to the preset phases, the number of lanes corresponding to the driving directions and the motor vehicle flow corresponding to the driving directions according to the preset phases of the target intersection signals; the driving direction is a straight driving direction or a left turning direction corresponding to each inlet of the target intersection;
determining an initial signal period according to the total loss time corresponding to each preset phase, the driving direction corresponding to each preset phase, the number of lanes corresponding to each driving direction and the motor vehicle flow corresponding to each driving direction;
for each preset phase, determining effective green light time corresponding to the preset phase according to the initial signal period, a driving direction corresponding to the preset phase and motor vehicle flow corresponding to the driving direction;
for each pedestrian crossing phase, updating the effective green light time corresponding to the pedestrian crossing phase according to the maximum value of the effective green light time and the shortest green light time corresponding to the pedestrian crossing phase; the pedestrian crossing phase is the phase of the pedestrian passing through the target intersection in each preset phase;
And determining the display green time and the target signal period corresponding to each preset phase according to the effective green time corresponding to each preset phase.
2. The method of claim 1, wherein determining the initial signal period based on the total loss time for each preset phase, the driving direction for each preset phase, the number of lanes for each driving direction, and the vehicle flow for each driving direction comprises:
for each preset phase, determining the maximum value of the motor vehicle flow corresponding to each driving direction corresponding to the preset phase as the driving flow corresponding to the preset phase;
and determining an initial signal period according to the driving-in flow, the number of driving-in lanes, the preset crossing passing time and the total loss time corresponding to each preset phase.
3. The method of claim 2, wherein determining the initial signal period based on the entry flow, the number of entry lanes, the preset intersection transit time, and the total loss time corresponding to each preset phase comprises:
the initial signal period is determined by the following formula:
wherein,Cfor the initial signal period to be a period,Lin order to be able to take the total lost time, nFor the number of preset phases,S i is the firstiThe inflow rate corresponding to each preset phase,N i is the firstiThe number of driving lanes corresponding to the preset phases,t i is the firstiAnd the preset intersection passing time corresponding to the preset phases.
4. The method of claim 1, wherein determining the effective green time corresponding to the preset phase based on the initial signal period, the driving direction corresponding to the preset phase, and the motor vehicle flow corresponding to the driving direction comprises:
for each preset phase, determining the maximum value of the motor vehicle flow corresponding to each driving direction corresponding to the preset phase as the driving flow corresponding to the preset phase;
and determining the effective green time corresponding to each preset phase according to the driving-in flow, the number of driving-in lanes, the preset crossing passing time and the initial signal period corresponding to each preset phase.
5. The method of claim 4, wherein determining the valid green time corresponding to the preset phase based on the entry flow, the number of lanes to enter, the preset intersection transit time, and the initial signal period corresponding to each preset phase comprises:
Determining the effective green light time corresponding to the preset phase through the following formula:
wherein,g i is the firstiThe effective green time corresponding to the preset phase,S i is the firstiThe inflow rate corresponding to each preset phase,N i is the firstiThe number of driving lanes corresponding to the preset phases,t i is the firstiThe passing time of the preset intersection corresponding to the preset phases is 1-1i≤n，nFor the number of preset phases,Cis the initial signal period.
6. The method of claim 1, wherein before updating the effective green time corresponding to the pedestrian crossing phase according to the maximum of the effective green time and the shortest green time corresponding to the pedestrian crossing phase for each pedestrian crossing phase, further comprising:
for each pedestrian crossing phase, determining conflict time corresponding to the pedestrian crossing phase according to the pedestrian crossing distance, the pedestrian crossing speed corresponding to the pedestrian crossing phase, the target vehicle distance of an intersecting road corresponding to the pedestrian crossing distance and the vehicle running speed; the intersecting road is a vehicle road perpendicular to a crosswalk corresponding to the pedestrian crossing phase;
determining green light interval time corresponding to the pedestrian crossing phase according to the conflict time, preset vehicle safety crossing interval time, preset vehicle starting reaction time and time required by the straight-going first vehicle corresponding to the crossing road to travel to a conflict point;
And determining the shortest green light time corresponding to the pedestrian crossing phase according to the green light interval time, the pedestrian lag time, the pedestrian crossing distance and the pedestrian crossing speed.
7. The method of claim 6, wherein the determining the collision time corresponding to the pedestrian crossing phase based on the pedestrian crossing distance corresponding to the pedestrian crossing phase, the pedestrian crossing speed, the target vehicle distance of the intersecting road corresponding to the pedestrian crossing distance, and the vehicle travel speed comprises:
the conflict time corresponding to the pedestrian crossing phase is determined by the following formula:
wherein,t’for the collision time corresponding to the pedestrian crossing phase,cdfor the pedestrian crossing distance corresponding to the pedestrian crossing phase,abfor a target travel distance of an intersecting road corresponding to the pedestrian crossing distance,v p is the speed of the pedestrians crossing the street,v c is the vehicle running speed;
correspondingly, the determining the green light interval time corresponding to the pedestrian crossing phase according to the conflict time, the preset vehicle safety crossing interval time, the preset vehicle starting reaction time and the time required for the straight-going first vehicle corresponding to the crossing road to travel to the conflict point comprises the following steps:
The green light interval time corresponding to the pedestrian crossing phase is determined by the following formula:
wherein,Ifor the green light interval time corresponding to the pedestrian crossing phase,t’for the collision time corresponding to the pedestrian crossing phase,t x for a preset vehicle safety crossover interval,t q in order to preset the vehicle start-up reaction time,t h and the time required for the straight-going head vehicle corresponding to the intersected road to travel from the stop line to the conflict point is obtained.
8. The method of claim 1, wherein determining the display green time and the target signal period corresponding to each preset phase according to the effective green time corresponding to each preset phase comprises:
aiming at each preset phase, taking the sum of the effective green time corresponding to the preset phase and the utilization time of the yellow lamp as the green time corresponding to the preset phase;
and taking the sum value of the display green light time, the preset red light time and the preset yellow light time corresponding to each preset phase as a target signal period.
9. An electronic device, the electronic device comprising:
a processor and a memory;
the processor is configured to perform the steps of the intersection signal timing method according to any one of claims 1 to 8 by calling a program or instructions stored in the memory.
10. A computer-readable storage medium storing a program or instructions that cause a computer to perform the steps of the intersection signal timing method according to any one of claims 1 to 8.
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