WO2014019461A1

WO2014019461A1 - Arterial traffic light optimization and control method and device

Info

Publication number: WO2014019461A1
Application number: PCT/CN2013/079836
Authority: WO
Inventors: 付强; 王景成; 董振江; 苗浩轩; 罗圣美; 胡霆; 赵广磊
Original assignee: 中兴通讯股份有限公司
Priority date: 2012-08-02
Filing date: 2013-07-22
Publication date: 2014-02-06
Also published as: CN103578281A; CN103578281B

Abstract

An arterial traffic light optimization and control method and device, the method comprising: based on the pre-acquired traffic flow entering and exiting an arterial road from each third-class road between adjacent junctions of the arterial road, correcting vehicle speed and traffic flow on the arterial road between adjacent junctions, calculating the correlation between adjacent junctions, and dividing the junctions on the arterial road into subsystems according to the correlation; calculating the cycle of each subsystem and the green ratio of each junction to obtain a green wave control parameter; and utilizing the obtained green wave control parameter to conduct green wave control on the subsystems having a correlation greater than or equal to a preset value. The method and device divide all the junctions on an urban traffic arterial road into subsystems for processing according to the correlation between the junctions, so as to achieve a green wave control effect, thus improving the green ratio of a traffic intersection, and enabling most vehicles to pass through a green wave band.

Description

Traffic kilometer signal light optimization control method and device

The invention relates to the field of urban traffic road control, and in particular relates to a method and device for optimizing the traffic trunk signal light. Background technique

At present, the problem of road congestion has become a prominent problem in urban transportation. Many experts in the industry have focused on Intelligent Transportation System (ITS), hoping to ease urban congestion through ITS. The Green Wave Coordination System is an important means for ITS to improve traffic efficiency and ease congestion.

The Green Wave Coordination System is one of the core systems of ITS. Green wave control at urban intersections refers to coordinated control of traffic signals at several consecutive intersections in a main road. The purpose is to enable vehicles traveling at the intersection of the main road coordination control to pass through the intersections in the coordinated control system without encountering red light or less red light. Judging from the color of the intersections of the controlled main roads, the green light travels like a wave to form a green wave. This kind of traffic signal coordinated control is controlled by the "green wave band".

At present, when conducting green wave control of urban traffic trunk roads, most of them are only controlled for a single intersection, or only a few intersections (mostly less than 800 meters) are considered. However, in fact, when there are many intersections on one trunk line, it is not always possible to achieve good results for the green wave coordinated control of all the intersections, and the influence between adjacent intersections is not determined by the distance between them. It is also closely related to traffic conditions. Therefore, when green wave control is performed on the main road, the degree of association between each intersection should be reasonably calculated, and the intersection on the main road is divided into subsystems for green wave control according to the degree of association.

In addition, when performing coordinated control of multiple intersections, it is necessary to unify the period of each intersection.

_{T =} 1-51 + 5 When calculating the period and green ratio of each intersection, the empirical formula ° " 1 - y is mostly used. Y = fm _a x[ _yi , _y ;,..... ] = 3⁄4max[^^ , ί ,..... ], where ^L is the loss time in a cycle, such as the vehicle start loss time, etc., n is an intersection The total number of phases, i is the i-th phase, , ;/, ..... is the ratio of the flow rate on the 1, 2, ... inlet lanes in the i-th phase. For example, the first phase is the north-south straight phase, the saturated flow rate is 1800, the south import traffic flow is 450, the north import traffic flow is 540, then 450/1800=0.25, ^ is 540/1800=0.3, then πιαχ[ _7ι , _{_7ι} '] = 0.3 _ο and this calculation method and is not accurate enough, which makes it impossible to obtain good results at the time of the Green Wave control urban trunk road. When calculating the period and green letter ratio of each intersection, the indicators affecting the control effect should be comprehensively considered, and the period and the green letter ratio of the intersection should be calculated by a reasonable method.

Moreover, when two-way green wave control is performed on the main road of the city, the flow rate of the upstream traffic and the downstream traffic is often equal. In real life, the traffic volume of the upstream traffic and the downstream traffic flow are often different, and even there is a big difference. At this time, the control effect of the main road will be affected. When conducting two-way green wave control on urban main roads, the imbalance between the upstream traffic flow and the downstream traffic flow and the constraint condition of the two-way green wave control phase difference should be fully considered.

In summary, it can be seen that the current traffic trunk signal control methods have various drawbacks, so how to solve these drawbacks has become a technical problem to be solved. Summary of the invention

Embodiments of the present invention provide a method and apparatus for optimally controlling a traffic trunk signal to solve the problem that the trunk signal light cannot be effectively controlled in the prior art.

In order to solve the above technical problem, the technical solution adopted by the embodiment of the present invention is as follows: In one aspect, the embodiment of the present invention provides a method for optimally controlling a traffic trunk signal light, where the method includes:

Based on the pre-acquisition of the three-level roads entering and leaving the adjacent intersections of the main roads The traffic volume of the main road, the vehicle traffic speed and traffic flow of the main road between the adjacent intersections, and the corrected data is used to calculate the correlation degree I between adjacent intersections, and the set correlation degree range Sub-division of each intersection on the main road; the three-level road is an intersection connected to the main road and no detection coil is deployed, and the degree of association includes: (I^ 1 < 1 < 1 ₂ , 1 ₂ < 1 < \

Calculate the period and green signal ratio of each intersection in each subsystem, and based on the calculated period, set the period of each subsystem by using the preset subsystem period setting strategy, and according to the subsystem period and subsystem The green signal ratio of each intersection determines the green time of each intersection; for subsystems with a correlation range of / ₂ ≤ / < 1, use three levels of roads between adjacent intersections and horses to leave the trunk The traffic flow of the road, the vehicle passing speed and the traffic flow of the main road between the adjacent intersections, and the phase difference of the two-way green wave is calculated by the corrected data, and the correlation range is calculated by using the phase difference is / ₂ a time interval in which the green light is turned on between two adjacent intersections in the subsystem ≤ / < 1, for two-way green wave control;

Where A is the set low relevance threshold; / ₂ is the set high affinity threshold.

In the above solution, the vehicle traffic speed and traffic flow of the main road between the adjacent intersections are corrected based on the traffic volume of the three-level roads entering and leaving the main road between adjacent intersections, including:

The vehicle passing speed of the main road between adjacent intersections is ^W is positive (W + l. _iai );

Correct the lower and upper traffic flow of the main road between adjacent intersections to:

Qi, _M ( = (! + _{αδ ίοΜ} )∑ q _rr and (t) = (1 + _{αδ ίοία1} )∑ q _r ; The maximum inflow of the upstream intersection in the upstream and upstream directions of adjacent intersections is: + Lower leg and (" + M) g upper leg; where g lower leg = max[g _1T ,...g„ lower, bq _{/ r} ,..., small _k lower]; upper ^{= max} k on 'up' bq 'i'i ,..., j, _k on L

v is the average speed of traffic between adjacent intersections, δ i = ∑ mSj is between adjacent intersections The total impact factor of each type of three-level road, M is the number of types of three-level roads that are pre-divided, and w is the number of third-class roads of category j, which is the traffic flow of the j-class third-class roads and the traffic of the main roads in a specific time. The ratio is the flow from the r-phase of the upstream intersection to the downstream intersection, _± is the flow from the r-phase of the downstream intersection to the upstream intersection, _1T ,..., is the flow from the upstream three-level road The flow at the downstream intersection, _1± ,..., q _{/ k} is the flow from the downstream three-level road to the upstream intersection, and k is the upstream or downstream three-level road connected to the main road between adjacent intersections. Number, in the symmetrical release mode at the intersection, n = the number of intersections -1,

1 t e when the traffic of the three-level road into the main road is greater than the set threshold

- 1 t e when the main road flows into the third-class road when the traffic volume is greater than the set threshold

0 t e other

When the traffic flow from the three-level road into the main road is greater than the set threshold

other

In the above solution, the subsystems are divided into the intersections on the main road by a set degree of relevance, including:

The intersections on the adjacent intersections on the main road with the downlink correlation degree range of 0 < / ≤ A are separately divided into one subsystem;

Dividing each intersection on the adjacent intersection on the main road into / ₂ ≤ / < 1 into a subsystem;

The intersections of the adjacent intersections on the main road and/or the downlink correlation degree range A < / < / ₂ are separately divided into one subsystem.

In the above solution, the setting, according to the calculated period, using a preset subsystem period setting strategy, setting a period of each subsystem, including:

For a subsystem with a correlation degree range of 0 < / ≤ A, the calculated period of the intersection in the subsystem is set as the period of the subsystem;

For a subsystem with a correlation degree range of / ₂ ≤ / < 1, the calculated maximum period of each intersection period in the subsystem is set as the period of the subsystem; For a subsystem with a correlation degree range of A < / < / ₂ , determine whether the subsystem is adjacent to a subsystem with a correlation degree range of / ₂ ≤ / < 1, and if so, set the association degree to A </ cycle subsystem / ₂ adjacent a degree of association in the range of / ₂ ≤ / <1 in the same cycle subsystem; the cycle intersection subsystem if not, for setting the calculated subsystem Cycle.

In the above solution, the method for calculating the period and the green signal ratio of each intersection of the main road is to solve the target optimization function: f( , g ^^ ₊ 1^H _r

Solving constraints _{as: Γ ≤r = gr + J L≤7} ax g r ≤g r ≤g r 0.7≤χ Γ ≤0.9;

Where is the delay time of the r-th phase, H is the average number of stops of the r-th phase vehicle, x _r is the r-th phase saturation, and r _min 7 is the preset minimum and maximum period respectively, which is the r-phase car The flow rate, _gg and _max are respectively the minimum and maximum values of the preset r-th phase green light effective time, L is the total loss time in one cycle, and n+l is the phase number of the intersection, 0<^, <1 k. +k^l , , is the weight of the average delay time of the intersection and the average number of stops at the intersection.

In the above solution, the method further includes:

After a preset specific time, based on the road data of the main road collected by each subsystem, the degree of association between each adjacent intersection is recalculated, and the intersections on the main road are set with the set degree of relevance range. The port is re-subdivided.

On the other hand, an embodiment of the present invention further provides a traffic trunk signal light optimization control device, where the device includes:

The subsystem division module is configured to calculate the traffic volume of each three-level road between the adjacent intersections of the main roads and the traffic flow of the horses from the main roads, and the main roads between the adjacent intersections Vehicle passing speed and vehicle flow rate, using the corrected data, calculating the degree of association I between adjacent intersections, and subdividing the intersections on the main roads with a set degree of relevance degree; The third-level road is an intersection connected to the main road and the detection coil is not deployed, and the degree of relevance includes: 0 < I _≤ I _t , I _t < I < 1 ₂ , / ₂ ≤ / <1;

a parameter calculation module configured to calculate a period and a green signal ratio of each intersection in each subsystem, and based on the calculated period, using a preset subsystem period setting strategy, setting a period of each subsystem, and according to The green time ratio of the subsystem cycle and each intersection in the subsystem determines the green time of each intersection;

The green wave control module is configured to correct the adjacent traffic by using three-level roads between adjacent intersections to enter and leave the main road for a subsystem with a correlation degree of / ₂ ≤ / < 1 Vehicle passing speed and traffic flow of the main road between intersections, and calculating the phase difference of the two-way green wave with the corrected data, and calculating the adjacent two of the subsystems whose correlation range is / ₂ ≤ / < 1 by using the phase difference The interval between the green lights of the intersections is controlled by two-way green wave;

Where is the set low relevance threshold; / ₂ is the set high affinity threshold.

In the above solution, the subsystem dividing module includes:

The correction submodule is configured to correct the vehicle passing speed V of the main road between adjacent intersections to v / (l + S _total ); and correct the lower and upper traffic flow of the main road between adjacent intersections to:

(t) = (1 + _{αδ ίΰία1} )∑ q _rT and (t) = (1 + _{αδ ίΰία1} )∑ q _r ; Correct the maximum inflow leg of the upstream intersection in the upstream and upstream directions of adjacent intersections to: (" + ^) Lower leg and (" + where, lower leg = ^max bi down"... under 'ιτ'·· · ' small k down h upper leg ^{= max} upper' on, ^b q small 1 on,..., ,j, _k ] ;

V is the average speed of traffic between adjacent intersections, d _total = md _j is the interval between adjacent intersections

7=1

The total impact factor of a class III road, M is the number of types of three-level roads pre-divided, and m is the number of roads of class j three-level roads, which is the traffic volume of the j-class third-class roads and the traffic volume of the main roads in a specific time. Ratio, _τ is the flow from the r-phase of the upstream intersection to the downstream intersection, _± is from The flow rate of the r-phase of the downstream intersection flowing into the upstream intersection, _1T ,..., is the flow from the upstream three-level road into the downstream intersection, _1± ,...,q _{/ k} is from the downstream The flow rate of the third-level road into the upstream intersection, k is the number of uplink or downlink three-level roads connected to the main road between adjacent intersections. Under the symmetric release mode at the intersection, n=the number of intersections is -1.

- 1 t e when the main road flows into the third-class road traffic is greater than the set threshold, 0 t e other

|1 When the traffic flow from the three-level road into the main road is greater than the set threshold

= |θ Other °

In the foregoing solution, the subsystem dividing module further includes:

The sub-module sub-module is configured to divide the intersections on the adjacent intersections on the main road with the downlink correlation degree range of 0 < / ≤ A into one subsystem separately; and to cross adjacent the main roads Each intersection with an on-mouth and downlink correlation degree range of / ₂ ≤ / < 1 is divided into one subsystem; the uplink and/or downlink correlation degree of the adjacent intersection on the main road is A < / < / ₂ The intersection is divided into a subsystem.

In the above solution, the parameter calculation module is configured to set a period of the inter-subsystem intersection to a period of the subsystem for a subsystem with a correlation degree of 0 < / ≤ / ^ ;; A subsystem with a range of / ₂ ≤ / < 1, which sets the calculated maximum period of each intersection in the subsystem as the period of the subsystem; for a subsystem with a correlation range of /^ /< Determining whether the subsystem is adjacent to a subsystem with a degree of association of / ₂ ≤ / < 1, and if so, setting a period of the subsystem with a degree of association of /^ /< and a range of adjacent degrees of proximity is

The subsystems of / ₂ ≤ / < 1 have the same period; if not, the calculated period of the intersections in the subsystem is set to the period of the subsystem.

In the above solution, the parameter calculation module is configured to calculate a period and a green signal ratio of each intersection of the main road by solving a target optimization function; The target optimization function is: f( , g ^^ ₊ 1^H _r

The constraint to solve is: r _min ≤ r = f _r + ≤ r _max , g _{r; min} <g _r <_{gr; max} ,

0.7≤x _r ≤0.9;

Where is the delay time of the r-th phase, H is the average number of stops of the r-th phase vehicle, x _r is the r-th phase saturation, and r _min and 7 are respectively preset minimum and maximum periods, which are the r-th phase The traffic flow, _g , _min , _g , _max are the minimum and maximum values of the preset r-th phase green light effective time respectively, L is the total loss time in one cycle, and n+l is the phase number of the intersection, Q <k _x ,k ₂ <\, k _x +k ₂ =\ , which are the weights of the average delay time of the intersection and the average number of stops at the intersection.

In the above solution, the device further includes:

The detecting and adjusting module is configured to, after a preset specific time, trigger the subsystem dividing module to recalculate the degree of association between each adjacent intersection based on the road data of the main road collected by each subsystem, and set The range of relevance is re-subdivided into subsystems at each intersection on the main road.

Compared with the prior art, the beneficial effects of the invention are as follows:

The method and device for optimizing the traffic trunk signal light provided by the embodiment of the invention divides all the intersections on the main road of the urban traffic into subsystems according to the degree of correlation between them to achieve the effect of green wave control, thereby improving the traffic intersection The green letter ratio, reducing the average waiting time of vehicles at the intersection and waiting for the length of the vehicle, coordinating the green wave band on the road, enabling most vehicles to pass the green wave band. DRAWINGS

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following will The drawings used in the embodiments or the description of the prior art are briefly described. It is obvious that the drawings in the following description are only some embodiments of the present invention, and those of ordinary skill in the art do not pay Other drawings can also be obtained from these drawings on the premise of creative labor.

1 is a schematic flow chart showing an implementation process of an optimized control method for a traffic trunk signal lamp according to an embodiment of the present invention;

2 is a schematic flow chart showing an implementation process of an optimized control method for a traffic trunk signal lamp according to an embodiment of the present invention;

3 is a schematic diagram of four-phase release of an intersection in an embodiment of the present invention;

4 is a schematic diagram of subsystem division in an embodiment of the present invention;

FIG. 5 is a schematic diagram of a control mode of a traffic trunk signal light optimization control method according to an embodiment of the present invention; FIG. 6 is a schematic structural diagram of a traffic trunk signal light optimization control apparatus according to an embodiment of the present invention. detailed description

The technical solutions in the embodiments of the present invention are clearly and completely described in the following with reference to the accompanying drawings in the embodiments of the present invention. It is obvious that the described embodiments are only a part of the embodiments of the present invention, but not all of the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present invention without creative efforts are within the scope of the present invention.

Method embodiment

FIG. 1 is a schematic flowchart of an implementation process of a traffic trunk signal optimization control method according to an embodiment of the present invention. As shown in FIG. 1, the method includes:

Step S101: Correcting vehicle traffic speed parameters and traffic flow of the main road between the adjacent intersections based on pre-acquired traffic flow of each three-level road between the adjacent intersections of the main road and driving away from the main road Parameters, using the corrected data, to calculate the degree of association I between adjacent intersections, And sub-dividing each intersection on the main road with a set degree of relevance range; the degree of relevance includes: (I^ I^KI^ ι ₂ ≤κΐ; wherein, 1 ₂ is preset The relative degree range value; A is the set low relevance threshold; / ₂ is the set high affinity threshold.

In this step, the three-level road is specific to the main road and the detection coil is not deployed. The embodiment of the present invention proposes the concept of a three-level road, which is considered at the intersection of two adjacent signal lights. There will be a number of T-junctions or intersections crossing the main line. These roads generally do not deploy signal lights and detection coils due to the small number of lanes and the low average traffic volume. In the off-peak signal adjustment, a small amount of vehicle flow error has little effect on the error of the signal configuration. However, during peak hours, the instantaneous traffic volume of these roads will suddenly increase, and the increase of traffic volume is generally one-way, so it will have a greater impact on the traffic flow of the main line. Therefore, in order to increase the accuracy of the green wave control, the effects of the flow of these roads should be considered during the two peak hours within 24 hours.

Preferably, in step S101, the vehicle traffic speed parameter and the traffic flow of the main road between the adjacent intersections are corrected based on the traffic volume of the three-level roads entering and leaving the main road between adjacent intersections. Parameters, including:

Correcting the vehicle passing speed V of the main road between adjacent intersections to v/(l + S _ttal );

Q ₊₁ (t) = (l + a5 _total ) ∑q _r7 - and Q _i+W (t) = (1 + ) ^; The maximum inflow of the upstream intersection in the upstream and upstream directions between adjacent intersections _n q _Max爹 is: and (" + M)g . where = max[g _1T ...g„ _T bq _{/ 1} :,..., q = ^max [q -"q bq', "-bqv, "] where V is the average speed of traffic between adjacent intersections, S^^ mSj is the adjacent intersection j=l

The total impact factor of each type of three-level road between the mouths, M is the number of types of pre-divided three-level roads, w is The number of Class J three-level roads is the ratio of the traffic of the j-class third-class road traffic to the main road traffic volume in a specific time, q _f ^ is the flow from the upstream intersection of the r-phase into the downstream intersection, from the downstream The flow of the r-th phase into the upstream intersection, q _v , _C ... q _v , _{k C} is the flow from the upstream three-level road into the downstream intersection, q _v , ^... q _v , u The flow from the downstream three-level roads into the upstream intersection, k is the number of upstream or downstream three-level roads connected to the main road between adjacent intersections, and the number of intersections is n= at the intersections. 1 te When the traffic from the third-level road into the main road is greater than the set threshold

0 t e other

= | θ Other Preferably, in step S101, using the corrected data, the degree of association I between adjacent intersections is calculated, including the downlink correlation degree and the uplink correlation degree ι^, where:

0.5

I

d _{i i+} _ l

1 + ^ + At (1 + "D∑^

0.5

I

/

i h ί\1 d; is the distance between adjacent intersections i and i+1, and Z is the average queue length of the downstream intersections in the adjacent intersections, which is the time loss caused by the actual situation of the road.

Preferably, in step S101, subsystem partitioning is performed on each intersection on the main road by using a set degree of association degree, including:

The intersections on the adjacent intersections on the main road and the downlink correlation degree are less than or equal to the preset low correlation threshold I are separately divided into one subsystem; The intersection of the downlink degree of association greater than threshold equal to a preset high correlation value of each intersection ₁₂ is divided into a subsystem adjacent to said main road;

The intersections of the adjacent intersections on the main road and/or the downlink correlation degree greater than I and less than 1 ₂ are separately divided into one subsystem.

Preferably, in the set correlation degree range, I is equal to 0.2 1 ₂ equal to 0.5.

Step S102: calculating a period and a green signal ratio of each intersection in each subsystem, and calculating a period according to the calculation, using a preset subsystem period setting strategy, setting a period of each subsystem, and according to the subsystem period Determine the green time of each intersection with the green letter ratio of the intersections in the subsystem.

Preferably, in step S102, the method of calculating the period and the green signal ratio of each intersection of the main road is to solve the target optimization function:

The constraint to be solved is: T _min ≤ T = Xg _{r +} L ≤ T _max , g _r g _r ≤ g _r 0.7 ≤ x _r <0.9; where T is the period of the intersection and g _f is the intersection of the r-th phase The green signal ratio, d _f is the delay time of the r-th phase, the average number of stops of the r-th phase vehicle, x _f is the r-th phase saturation, ^ is the preset minimum and maximum period respectively, and 3⁄4 is the r-th phase The traffic flow, g _t is the minimum and maximum value of the preset r- _th phase green light effective time respectively, L is the total loss time in one cycle, n + l is the phase number of the intersection, 0 < k _p k ₂ <lk ₁₊ k ₂ =l, k _1? k ₂ are the weights of the average delay time of the intersection and the average number of stops at the intersection, respectively. Where L = Z(L _s +rA) _k is the starting loss time, if no measured data is generally taken 3s;

k

For the duration of the yellow light, it can be set to 3s; 'the interval between green lights; the number of green light intervals in one cycle. Preferably, in step S102, based on the calculated period, a preset subsystem period setting policy is used to set a period of each subsystem, including:

For a subsystem with a correlation degree range of 0 < I ≤ ^, the calculated period of the intersection in the subsystem is set as the period of the subsystem;

For a subsystem with a correlation degree range of 1 ₂ ≤ I < 1, the calculated maximum period of each intersection period in the subsystem is set as the period of the subsystem;

For a subsystem with a correlation range of ^ < I < 1 ₂ , determine whether the subsystem is adjacent to a subsystem with a degree of association of 1 ₂ ≤ 1 < 1, and if so, set the degree of association to 1 1 <1 The period of the subsystem of _{2 is the same} as the period of the neighboring subsystem with a range of 1 ₂ ≤ 1 <1; if not, the period of the calculated intersection in the subsystem is set to the period of the subsystem. .

Step S103: For a subsystem with a correlation degree range of i ₂ ≤ i < l, using the traffic flow of each three-level road between adjacent intersections and the traffic flow of the horse from the main road, the adjacent intersection is The vehicle traffic speed parameter and the traffic flow parameter of the main road between the ports, and the phase difference of the two-way green wave is calculated by the corrected data, and the adjacent phase in the subsystem with the correlation degree range of 1 ₂ ≤ I < 1 is calculated by using the phase difference The green light is turned on between the two intersections for two-way green wave control.

Preferably, in step S103, the phase difference of the bidirectional green wave calculated by the corrected data is: Uplink green wave phase difference: θ _{; i+1} (t) = α Q _i+1 (ti)s

v/(l + S _total ) Downstream green wave phase difference:

Where Q _i+1 (tl) = m _ax [0,Q _i+1 (t-2) + Q _ii+1 (t-2)-P _ii+1 (tl)] is the t-1th cycle The traffic flow waiting for the parking at the i+1th intersection due to the red light, Q _i+1 (t-2) is the traffic volume waiting in line t-2, Q _ii+1 (t-2) indicates the first The traffic flow from the intersection i to the intersection i+1 at the t-2 cycle, P _ii+1 (tl) is the number of vehicles leaving the intersection i in the t-1th cycle without stopping through the intersection i+1, S is the distance between the heads of the vehicle leaving at the intersection, 0 < α, β < 1, α + β = 1, α, β are the weighting factors of the phase difference between the upper and lower green waves, respectively, and d _{i i+1} is adjacent The distance between the intersections.

Preferably, in the step S103, the time interval for calculating the green light between two adjacent intersections in the subsystem with the correlation degree ranging from 1 ₂ ≤ 1 < 1 by using the phase difference is:

Solving the bidirectional green wave optimization objective function: f = min[Q _i (t + l), Q _i+1 (t + l)] ;

The constraint to solve is: ₊₁ (0 + 6 _{; +1} , ^) =:; where T is the period of the subsystem. Preferably, the method in this embodiment further includes:

Step S104: After a preset specific time, based on the road data of the main road collected by each subsystem, recalculate the degree of association between each adjacent intersection, and set the degree of association to the main road. Sub-divisions are re-established at each intersection.

The method for optimizing the traffic signal light of the embodiment of the present invention will be further described in detail below with reference to FIGS. 2 to 5, as shown in FIG. 2, including:

Step 1. Data collection;

Obtain relevant data of urban traffic trunk roads, such as the number of intersections included in the main road, the distance between each intersection, the data of past traffic flow data, and the three-level road data connected to the main road.

In this embodiment, each intersection is a four-phase intersection, as shown in FIG. 3, including: first phase: east-west import straight and right turn; second phase: north-south import left turn; third phase: north-south import straight And turn right; fourth phase: east and west imports turn left.

Step 2. Using the collected data, calculate the degree of association between adjacent intersections;

Specifically, when there are many intersections on one main road, the implementation of green wave coordinated control for all intersections may not achieve good results. The distance between adjacent intersections may be too far, or subject to surrounding roads. The influence of the traffic flow results in a large difference. In this case, it is necessary to consider the degree of correlation between the intersections, and divide the main line into regions, so as to implement the green wave coordinated control more effectively. Relevance refers to the description of whether coordinated control characteristics are needed between adjacent signal control intersections to determine whether the city road needs coordinated control. Relevance research is of great significance for improving traffic efficiency and preventing and mitigating urban traffic congestion. If the influence of other factors is not considered, the greater the traffic on the road section, the greater the correlation, because the number of stops and delays of the vehicle at the intersection are also increasing as the traffic level on the road section increases. The rapid increase, the coordination benefit of coordinated control at this time also increased. In the case of other factors, the smaller the length of the link, the greater the correlation, because the team formed by the squeeze at the signalized intersection will have a discrete effect in the process of driving on the road segment, and the discrete action will follow the team. The distance increases and becomes larger.

A specific model for calculating the correlation degree of existing road sections is as follows:

Where, for the degree of association between intersections, t is the travel time of the vehicle between the two intersections, g _max is the maximum inflow of the upstream intersection, and is the flow from the r-phase of the upstream intersection to the downstream intersection. The sum of the traffic to the downstream intersection for the upstream intersection, n is the number of phases of the intersection minus 1, for the intersection, n=3, _{t =} ii±L l _{+ At} , d _{l i+1} is the first i ten

V '

The distance between the intersection and the i+1th intersection is the average queue length of the downstream intersection, and V is the average speed of vehicle traffic between the two intersections, which is the time loss caused by the actual situation of the road (such as the intersection The time lost by the crosswalk can be analyzed according to the actual situation of the road.

However, considering the influence of the three-level road on the traffic flow and average speed of the trunk road, this formula must be corrected to adapt to the complicated traffic environment. For example, on the lotus road, the distance before some intersections is within 800 meters, but due to the road section. There are too many forks and the discrete effects on the fleet are obvious. They should not be divided into the same sub-area. According to the traffic flow of each fork The influence of the influence on the main road is different. Therefore, each of the different types of three-level roads has a corresponding influence factor. The embodiment of the present invention establishes the corresponding relationship of the influence factors as shown in Table 1 for a typical forked intersection:

The impact factor is determined by the traffic volume of the intersection. The traffic volume of the road and the traffic of the main road can be counted within a specific time t. The calculation formula is:

Where j is the type of the three-level road, ^Qj(t.;) is the traffic flow of the j-class three-level road between the adjacent intersections it ₀ = l and i+1 at a specific time t, ^Qy ^to) for a specific time t, adjacent to

t ₀ =l

The traffic volume of the main road between the forks i and i+1.

In order to effectively reflect the relationship between road traffic changes, the value should not be too large, but in order to ensure that the data can withstand short-term interference, it should not be too small. Weigh the relationship between the two, 600s ≤ t ≤ 120 (more suitable. Set the four types of roads on the road section are mm ₂ m ₃ m ₄ respectively, where _mi + _m2 + _m3 + m ₄ = k , k ^ the third stage of the road section The total number of roads, and thus the total impact factor is:

+ ^m 2

Due to the existence of the three-level road, the speed is slowed down, so the actual average speed should be approximately: _ V

v = At the same time, the three-level road also affects the traffic flow on the main road. However, under normal traffic conditions, the number of vehicles entering the main road and the main road from the three-level road is approximately equal, so the influence of the flow can be ignored. However, at special occasions such as the peak of commuting, the traffic flow will reflect the situation where a large number of three-level roads flood into the main road or a large number of main roads enter the third-class road. At this time, the impact factor must be taken into account. Therefore, the flow formula on the one-way green wave band is modified as follows: β谕/ = (i + "D∑3⁄4 where," is a parameter, in general traffic conditions, " = ο ; when the vehicle is heavily When entering the main road, "= ι ; when the vehicle is driven into the third-class road by the trunk road," = -ι. Among them, the "massive influx" and "mass gushing" usually correspond to the morning peak and the evening peak period. When targeting a specific city, it can be summarized according to the traffic flow and saturation curve of the city, and the specific morning peak and night peak time are obtained. Taking a city as an example, the morning peak and the evening peak period usually appear in the morning 7: 00~8:30 and 16:30~18:00 in the afternoon.

Thus the relevance formula is rewritten as follows:

₁ , (d _i - l)(l + S _total ) _|

Where, the number of three-level roads connected to the main road between adjacent intersections is a parameter. When the vehicle is flooded into the main road by a three-level road, b = l; in general traffic conditions and when the vehicle is trunked When driving into a three-level road in large numbers, b = 0.

For the four-phase green wave coordinated control system introduced in the embodiment of the present invention, since the right turn phase is not separately set, the actual flow rate may not be directly detected (for example, when one lane is used for straight and right turn), so when When detecting, directly get the flow of each phase in the downlink

^ ^2Τ ^3Τ ' When it is not directly detectable, the actual flow calculation method is as follows when descending from the first intersection to the +1 intersection: ==q sprinkle ^{x ( 1} - west) 2 ==3⁄42 north 3 =qg south-south, _T qr, g _3T are from the '' crossroads down to the ⁺¹ crossroads respectively The actual downstream flow of one phase, the second phase, and the third phase (see Figure 3), the west is the upstream intersection of the upstream intersection and the right-turn phase traffic flow, and is the right-turning vehicle for the westbound straight-through and right-turn phase traffic. The proportion of traffic is the left-turn phase traffic flow of the north entrance of the upstream intersection, the direct traffic and the right-turn phase traffic flow of the south intersection of the upstream intersection, and the right-turn traffic flow of the southbound straight-line and right-turn phase traffic. proportion. The above _parameters, g ₁ q 2it, g _¾ detected by the sense coil, West, acquired by the conventional data analysis calculated.

If the traffic of the p-th third-level road connected to the main road is ^^ p=l,...,k, bei' J: lower = max [low, q _2T , q _3r , bq _/bl , bg Small ₂ ..., small _k ]

3

Σ =^1T + 2 under + 3

=1

The calculation method of the downlink segment correlation degree is as follows:

1) If all actual traffic can be detected directly:

0.5 (n + bk)q _ymax j

+ ^ under +^下+下) _

2) If the actual right turn flow is not directly detectable:

0.5 (n + bk)q _Tmax

(d _u+l -l)(l ₊ S _total ) aS _total )[q _m

-At (! + X ( lS _m + q ₂ north + q ₃ south x south) Similarly, when moving from the i+1th crossroad to the i-th crossroad, if The flow cannot be directly detected, then the actual flow is calculated as follows: Top ⁼ « ^{X ( 1} - A East) 2 on = 2 South 3 on = 3 North

Where, the upper, the upper, and the upper are the actual flow of the first phase, the second phase, and the third phase (see Figure 3) from the +1th intersection to the first intersection, respectively, for the downstream cross At the intersection, the east entrance is straight and the right turn phase traffic flow, the east is the ratio of the right turn traffic flow in the east import straight traffic and the right turn phase traffic flow, and the left turn phase traffic flow in the south cross inlet of the downstream crossroad is the downstream intersection. Northbound direct and right-turn phase traffic, t is the proportion of right-turn traffic in the northbound straight-through and right-turn phase traffic. The above parameters, _qi East, q ₂ south, q _3ih can be detected by the ground sense coil, and can be calculated from the previous data obtained.

上丽= max [on, q let, on, bq, , , bq _/b2 ... , bq^ ]

3

Σ ^Let +^ on +^

=1

The calculation method of the uplink segment correlation degree is as follows:

1) If all actual traffic can be detected directly:

2) If the actual right turn flow is not directly detectable:

j

ν Step 3, set the range of relevance, and use the set range of relevance to enter the intersections on the main road. Row subsystem partitioning;

Specifically, after calculating the correlation degree data of each intersection on the main road, the intersections with the correlation degree greater than or equal to 0.5 (upstream and downlink) are divided into one subsystem for signal coordinated control; and the intersections with the correlation degree less than or equal to 0.2 are separately drawn. For a subsystem to be controlled separately; the intersection with the degree of correlation greater than 0.2 and less than 0.5 is separately divided into a subsystem to be controlled separately, and then the division of the subsystem is adjusted according to the traffic conditions in the future. The specific division example is shown in Fig. 4.

Step 4. Calculate subsystem cycle and green letter ratio

First consider all the intersections on the main road separately, and comprehensively delay the time, number of stops, capacity and saturation to calculate the reasonable cycle and green letter ratio of each intersection.

The target optimization function for solving is:

4

∑ 4

m [f(T, g) = k, ^ ^ + k ₂ ∑ff _r ]

The constraints for solving are:

4

T . ≤7 ⁷ = y ^ +L<T

0.7≤ x _r ≤0.9

Where is the delay time of the r-th phase, H is the average number of stops of the r-th phase vehicle, x _r is the r-th phase saturation, and r _min and 7 are respectively preset minimum and maximum periods, which are the r-th phase The traffic flow, _g , _min , _g , _max are the minimum and maximum values of the preset r-th phase green light effective time, respectively, and L is the total loss time in one cycle, 0 , ₂ < , k _{l +} k ₂ = , ^ is the weight of the average delay time of the intersection and the average number of stops at the intersection.

The method for determining the subsystem cycle and the green letter ratio is given below:

1. A subsystem consisting of intersections with a correlation degree of less than or equal to 0.2, since only one intersection is included. At the fork, the cycle and green letter ratio optimization results obtained by min ^g) can be used to control the subsystem;

2. The subsystem formed by the intersection with the degree of correlation greater than or equal to 0.5 must be unified due to the inclusion of multiple intersections. Taking the maximum period of these intersections as the period of the subsystem, the green signal ratio of each intersection is optimized by ^n/g), and the green time of each phase is compensated according to the ratio;

3. The subsystem formed by the intersection with the correlation degree greater than 0.2 and less than 0.5 may change the degree of association with the change of traffic conditions. The intersection may form a new subsystem with other intersections. Therefore, for this type of subsystem, it is necessary to determine whether the subsystem affinity range adjacent to the subsystem is 0.5 ≤ / < 1, and if so, set the period of the subsystem with the correlation degree range of 0.2 </ 0.5 The period of a subsystem with a degree of correlation of 0.5 ≤ /<1 is the same; if not, the period of the intersection in the calculated subsystem is set as the period of the subsystem. The green letter ratio of each intersection is optimized by taking min ^g), and the green time of each phase is compensated proportionally.

Step 5, subsystem bidirectional green wave control

Since subsystems that contain only one intersection can be controlled separately, only subsystems with multiple intersections are now discussed.

Assume that the subsystem has M intersections. G denotes the 'intersection', assuming that the coordination phase is the east-west phase, and c' to c' is defined as the downlink, and the phase difference in the first signal period is represented by '· ⁺¹⁽ ). Similarly, From c '" to c' is defined as the uplink, and the phase difference in the first signal period is represented by ' ^w . In fact, in the direct traffic phase of the main road, the phase difference between the adjacent intersections '' and ζ· + 1 in the first signal period satisfies the phase difference closing condition, that is, the following relationship holds:

0 _M (t)^0 _{M i} {t) = T The traffic flow leaving c 'down to c '" is represented by ^ ⁺¹ (the size is mainly composed of 3 parts of traffic, which can be expressed by the following formula: Qi,m (0

( + below (0 + next)

= q _w ( ^x west) + ₂ _3⁄4 ( + q ₃ south (0 ^x 4 south)

The traffic flow from the upper arrival to the ς is indicated by a ₊₁ , ), and its size is mainly composed of three parts of the traffic flow, which can be expressed by the following formula:

Q _i+ i,i (0

(t) + on (0 + on (0

= 3⁄4 East (0 ^χ (! - East) + q ₂ South) + North) ^x North

The above two formulas only consider the situation where two intersections are directly related. At present, the distribution of road systems in China is more complicated. There are often one or more links directly connected with urban traffic trunk roads between the two intersections. Grade roads, and these three-level roads basically have no traffic lights to effectively regulate them. However, these three-level roads do have a certain impact on the traffic conditions of the main roads. These effects are not simply a change in the traffic flow of the main roads. Considering the concept of the impact factors proposed above, considering the three-way road pairs. The influence of the main road can be expressed as follows:

Qi, _i+ i (0 = (1 + _{αδ ίοία1} )[ 下+ q _2T + g ₃下]

Q _i+ (0 = (1 + δ _ίοία1 ) [上+g ₂上+g ₃上] Let " ^W denote the number of vehicles leaving c 'not stopping through intersection c' in the first cycle; ¹ , indicating the first cycle Inside, leave the number of vehicles that c _M does not stop passing through intersection G.

The traffic flow waiting in the first cycle due to the red light can be expressed as:

( + 1) = max[0, (0 + Q _{i+ i} (0 - P _{i+ i} (t + 1)]

+ι ( + 1) = max[0, Q _i+l (t) + ₊₁ ( - P _i+l (t + 1)]

In the case of a two-way green wave, the phase difference has the following formula:

Θ. _Μ (0 =

(1 + 5 _mal ) - Q ₊₁ (t - l)s]

Downward green wave: V Upward green wave:

Where s represents the distance of the head of the vehicle that leaves at the intersection.

Then the two-way green wave optimization objective function is:

The constraints are:

The phase difference obtained is the time between the green lights of adjacent crossroads.

Step 6, detection and adjustment;

After each subsystem has passed 5 system cycles, the data collected by the system is returned to the control center. The control center re-determines the division of the subsystem according to the previous traffic conditions, and allocates the green wave parameters of each subsystem of the main road. Thereby achieving the purpose of green wave control of urban traffic trunk roads, as shown in Figure 5.

With the above control method provided by the embodiment of the present invention, the four-phase release mode of the intersection release mode is as shown in Table 2:

Device embodiment

As shown in FIG. 6, the embodiment of the present invention further provides a traffic trunk line signal optimization control apparatus, including: a subsystem division module 610, a parameter calculation module 620, and a green wave control module 630; The device further includes a detection and adjustment module 640;

The subsystem partitioning module 620 is configured to correct the traffic of the main road between the adjacent intersections based on the traffic flow of the three-level roads entering and leaving the main road between the adjacent intersections of the main roads collected in advance. Speed and traffic flow, using the corrected data, calculating the degree of association I between adjacent intersections, and subdividing the intersections on the main roads by the set degree of relevance; the third level The road is an intersection connected to the main road and no detection coil is disposed, and the degree of relevance includes: 0 < Ι ≤ Ιρ Ι ^ ^ Ι ^ / ₂ ≤ / <1;

The parameter calculation module 620 is configured to calculate a period and a green signal ratio of each intersection in each subsystem, and set a period of each subsystem by using a preset subsystem period setting strategy based on the calculated period, and Determine the green time of each intersection according to the subsystem cycle and the green letter ratio of each intersection in the subsystem;

The green wave control module 630 is configured to correct the phase by using the traffic flow of the three-level roads entering and leaving the main road between adjacent intersections for the subsystem with the correlation degree range of / ₂ ≤ / < 1 Vehicle passing speed and traffic flow of the main road between adjacent intersections, and calculating the phase difference of the two-way green wave with the corrected data, and calculating the adjacentness in the subsystem with the correlation degree range of / ₂ ≤ / < 1 by using the phase difference The green light is turned on between the two intersections for two-way green wave control.

The detection and adjustment module 640 is configured to, after a preset specific time, based on the road data of the main road collected by each subsystem, the trigger subsystem dividing module 610 recalculates the degree of association between each adjacent intersection, and sets Range of relevance, re-subdividing subsystems at each intersection on the main road;

Where Α is the set low relevance threshold; / ₂ is the set high affinity threshold.

The following describes the optimization control of the traffic trunk signal light by the device in this embodiment.

Regarding the subsystem partitioning module 610, including:

The correction sub-module 611 is configured to correct the vehicle passing speed V of the main road between adjacent intersections For v/(l + . _iai ); the downstream and upstream traffic of the main road between adjacent intersections is: (t) = (1 + _{αδ ίΰία1} ) ∑ q _rT and (t) = (1 + αδ _Ϋ́ία1 )∑ q _r ; Correct the maximum inflow of the upstream intersection between the adjacent intersections and the upstream direction /^ to: ("+ ^) lower leg and (where, lower leg = ^max lower '...lower 'small i down'... '小_k下上腿= ^max上'... on, bq _/ ,..., bq _{/ i±} ] ; v is the average speed of traffic between adjacent intersections, δ i = f. is between adjacent intersections each

7=1

The total impact factor of a class III road, M is the number of types of three-level roads pre-divided, and m is the number of roads of class j three-level roads, which is the traffic volume of the j-class third-class roads and the traffic volume of the main roads in a specific time. Ratio, _τ is the flow from the r-phase of the upstream intersection to the downstream intersection, _± is the flow from the r-phase of the downstream intersection to the upstream intersection, _1T ,..., is the flow from the upstream three-level road The flow rate at the downstream intersection, _1± ,..., g _{/ k} is the flow from the downstream three-level road into the upstream intersection, and k is the upstream or downstream three-level road connected to the main road between adjacent intersections. Number, in the symmetrical release mode at the intersection, n = the number of intersections -1 1 te when the traffic of the three-level road into the main road is greater than the set threshold

-1 t e When the main road flows into the third-class road traffic is greater than the set threshold, 0 t e other

other

The sub-module sub-module 612 is configured to divide the intersections on the adjacent intersections on the main road with the downlink correlation degree range of 0 < / ≤ A into one subsystem separately; and adjacent to the main road Each intersection at the intersection and the downlink correlation degree range is / ₂ ≤ / < 1 is divided into one subsystem; the uplink and/or downlink correlation degree of the adjacent intersection on the main road is A < / < / ₂ The intersection is divided into a subsystem.

Preferably, in the set correlation degree range, it is equal to 0.2, and 1 ₂ is equal to 0.5.

About the parameter calculation module 620:

For subsystems with a correlation range of 0 < / ≤ A, the calculated intersections within the subsystem will be The period is set to the period of the subsystem; for the subsystem with the correlation degree range of / ₂ ≤/<1, the calculated maximum period of each intersection period in the subsystem is set as the period of the subsystem. For subsystems with a degree of association of A < / < / ₂ , determine whether the subsystem has a neighboring degree range of

/ ₂ ≤ / <1 subsystem, if yes, the period of the subsystem with the correlation degree range /^/< is the same as the period of the neighboring subsystem with the range of / ₂ ≤/<1; If not, the calculated period of the intersection in the subsystem is set to the period of the subsystem.

Preferably, the parameter calculation module 620 calculates the period and the green signal ratio of each intersection of the main road by solving the target optimization function; n+l

The target optimization function is: f( , g ^^ ₊ 1^H _r

0.7≤χ _Γ ≤0.9;

Where is the delay time of the r-th phase, H is the average number of stops of the r-th phase vehicle, x _r is the r-th phase saturation, and r _min and 7 are respectively preset minimum and maximum periods, which are the r-th phase The traffic flow, _g , _min , _g , _max are the minimum and maximum values of the preset r-th phase green light effective time respectively, L is the total loss time in one cycle, and n+l is the phase number of the intersection, 0 < ^, <1, k. +k^l , , are the weights of the average delay time of the intersection and the average number of stops at the intersection.

About Green Wave Control Module 630:

The phase difference of the two-way green wave calculated by the corrected data is: Upstream green wave phase difference: _M (t) = β ₊₁ (卜^

Downward green wave phase difference: θ _ί+ι , ( = β\ ^il Qi(t-\)s Where 0 ₊₁ (Bu 1) = «^[0,3⁄4 ₊ -2) _{+ +} ^_2)-^ ₊₁ (Bu 1)] is the i+1th intersection due to red in the t-1th cycle The traffic flow waiting for the lights and waiting in line, β ₊₁ ( -2) is the traffic volume waiting in line t-2, β ₊₁ ( -2) means that the t-2 cycle leaves the intersection i to reach the intersection i+ The traffic flow of 1 is the number of vehicles leaving the intersection i in the t-1th cycle without stopping through the intersection i+1, and s is the distance of the departure of the vehicle at the intersection, 0<α, β<\, respectively The weighting factor of the phase difference between the upper and lower green waves is the distance between adjacent intersections.

Preferably, the green wave control module 630 calculates the time interval for the green light to be turned on between two adjacent intersections in the subsystem with the correlation degree range of / ₂ ≤ / < 1 by solving the two-way green wave optimization objective function:

The bidirectional green wave optimization objective function is: f = min[g. (t + 1), Q _i+l (t + 1)];

The constraint to solve is: _M (t) + HT; where T is the period of the subsystem. The spirit and scope of the invention. Thus, it is intended that the present invention cover the modifications and the modifications of the invention

Claims

Claim

1. A method for optimally controlling traffic signal lights, the method comprising:

Based on the pre-acquired traffic flow of each three-level road between the adjacent intersections of the main road and the departure from the main road, the traffic speed and traffic flow of the main road between the adjacent intersections are corrected. Subsequent data, calculating the degree of association I between adjacent intersections, and subdividing the intersections on the main road with a set degree of relevance degree; the third-level road is the main road The intersections of the detection coils that are connected and not deployed, the degree of relevance includes: 0 < / ≤ / ₁ , / ₁ < / < / ₂ , 1 ₂ < 1 < \

2. The traffic trunk signal optimization control method according to claim 1, wherein the adjacent intersection is corrected based on traffic flow of each three-level road between adjacent intersections and driving away from the main road Vehicle traffic speed and traffic flow between main roads, including:

The speed of vehicles passing the main road between adjacent intersections! ^爹正_为 W(l + _.iai );

_{Qi, M (= (+)} Σ q r r and Q (0 = (i + αδ ίΰΜ) Χ q r;! Intersections between the adjacent lower, the maximum amount of uplink flows upstream intersection "g _max is the father n : + lower leg and (" + M) g upper leg; where, g lower leg = maxj^, ... g„low, bq _{/ 1} ,..., small _k down]; upper ^{= max} upper ', ^b qj, _k Upper L

V is the average speed of vehicle traffic between adjacent intersections, δ i = ∑ mSj is between adjacent intersections

7=1

The total impact factor of each type of three-level road, M is the number of types of three-level roads that are pre-divided, and w is the number of third-class roads of category j, which is the traffic flow of the j-class third-class roads and the traffic of the main roads in a specific time. The ratio of _τ is the flow from the r-phase of the upstream intersection to the downstream intersection, and _± is the flow from the r-phase of the downstream intersection to the upstream intersection, _1T ,..., is from the upstream three-level road The flow into the downstream intersection, _1± ,..., q _{/ k} is the flow from the downstream three-level road into the upstream intersection, and k is the upstream or downstream three-level road connected to the main road between adjacent intersections. Number, in the symmetrical release mode at the intersection, n = the number of intersections -1, 1 te when the traffic of the three-level road into the main road is greater than the set threshold

= |θ Other °

The traffic trunk signal light optimization control method according to claim 1 or 2, wherein the dividing the subsystems of the intersections on the main road by the set degree of relevance range comprises:

4. The traffic trunk signal light optimization control method according to claim 3, wherein Based on the calculated period, the pre-set subsystem period setting strategy is used to set the period of each subsystem, including:

For a subsystem with a correlation degree range of / ₂ ≤ / < 1, the calculated maximum period of each intersection period in the subsystem is set as the period of the subsystem;

For a subsystem with a correlation degree range of ^ < / < / ₂ , determine whether the subsystem is adjacent to a subsystem with a correlation degree range of / ₂ ≤ / < 1, and if so, set the association degree to A </ cycle subsystem / ₂ adjacent a degree of association in the range of / ₂ ≤ / <1 in the same cycle subsystem; the cycle intersection subsystem if not, for setting the calculated subsystem Cycle.

The traffic trunk signal optimization control method according to claim 1 or 4, wherein the calculating the period and the green signal ratio of each intersection of the main road is to solve the target optimization function: f( , g ^^ ₊ 1 The constraint for ^H _r is: r _min ≤ r = _{gr +} ≤ r _max , g _{r; min} <g _r <_{gr; max} , 0.7 < x _r <0.9;

The traffic trunk signal light optimization control method according to claim 1, wherein the method further comprises: After a preset specific time, based on the road data of the main road collected by each subsystem, the degree of association between each adjacent intersection is recalculated, and the intersections on the main road are set with the set degree of relevance range. The port is re-subdivided.

7. A traffic trunk line signal optimization control device, the device comprising:

The subsystem partitioning module is configured to: based on the pre-acquired traffic of the three-level roads between the adjacent intersections of the main roads and the traffic flow of the horses from the main roads, the main roads between the adjacent intersections Vehicle passing speed and vehicle flow rate, using the corrected data, calculating the degree of association I between adjacent intersections, and performing subsystem division on each intersection on the main road with a set degree of relevance degree; The third-level road is an intersection connected to the main road and the detection coil is not deployed, and the degree of relevance includes: 0 < I _≤ I _t , I _t < I < 1 ₂ , 1 ₂ < 1 < \

The traffic trunking signal optimization control device according to claim 7, wherein the subsystem dividing module comprises:

(t) = (1 + _{αδ ίΰία1} )∑ q _rT and (t) = (1 + _{αδ ίΰία1} )∑ q _r ; will be next to the adjacent intersection The maximum inflow leg of the upstream intersection is corrected to: ("+ ^) lower leg and ("+ where, lower leg = ^max fei lower"... lower 'bq _{/ 1} :,..., small _k lower g upper leg = max [ Up,··· up, up,..., bq _{/ i±} ];

V is the average speed of traffic between adjacent intersections, 5 _total = m5 _j is the interval between adjacent intersections

7=1

The total impact factor of a class III road, M is the number of types of three-level roads pre-divided, and m is the number of roads of class j three-level roads, which is the traffic volume of the j-class third-class roads and the traffic volume of the main roads in a specific time. Ratio, _τ is the flow from the r-phase of the upstream intersection to the downstream intersection, _± is the flow from the r-phase of the downstream intersection to the upstream intersection, _1T ,..., is the flow from the upstream three-level road The flow at the downstream intersection, _1± ,..., q _{/ k} is the flow from the downstream three-level road to the upstream intersection, and k is the upstream or downstream three-level road connected to the main road between adjacent intersections. Number, in the symmetrical release mode at the intersection, n = the number of intersections -1, 1 te when the traffic of the three-level road into the main road is greater than the set threshold

-1 te When the main road flows into the third-class road traffic is greater than the set threshold, 0 t e other

=|θ Other °

The traffic trunk line signal optimization control device according to claim 7 or 8, wherein the subsystem division module further comprises:

10. The traffic trunk signal optimization control apparatus according to claim 9, wherein the parameter calculation module is configured to calculate a calculated inter-subsystem intersection for a subsystem having a correlation degree range of () </ ≤ The period is set to the period of the subsystem; / ₂ ≤ / < 1 subsystem, the calculated maximum period of each intersection in the subsystem is set as the period of the subsystem; for subsystems with the correlation range of /^/<, judge Whether the subsystem is adjacent to a subsystem with a degree of relevance of / ₂ ≤/<1, and if so, setting a period of the subsystem with a degree of association of / ₁ </ </ _{2 >} and a range of adjacent degrees of proximity The period of the subsystem with / ₂ ≤ / < 1 is the same; if not, the calculated period of the intersection in the subsystem is set to the period of the subsystem.

The traffic trunk signal optimization control apparatus according to claim 7 or 10, wherein the parameter calculation module is configured to calculate a period and a green letter ratio of each intersection of the main road by solving a target optimization function; The optimization function is: f( ,g ^^ ₊ 1^H _r

Solving constraints _{as: Γ ≤r = gr + ≤ g} r ≤g r ≤g r 0.7≤χ Γ ≤0.9;

Where is the delay time of the r-th phase, H is the average number of stops of the r-th phase vehicle, x _r is the r-th phase saturation, and r _min 7 is the preset minimum and maximum period respectively, which is the r-phase car The flow rate, _gg and _max are respectively the minimum and maximum values of the preset r-th phase green light effective time, L is the total loss time in one cycle, and n+l is the phase number of the intersection, Q<k _x ,k ₂ <\, k _x +k ₂ =\ , which is the weight of the average delay time of the intersection and the average number of stops at the intersection.

12. The traffic trunk signal optimization control apparatus according to claim 7, wherein the apparatus further comprises:

The detection and adjustment module is configured to, after a preset specific time, based on the road data of the main road collected by each subsystem, the trigger subsystem division module recalculates the degree of association between each adjacent intersection, and sets the association Degree range, re-sub-system for each intersection on the main road

C86.0/CT0ZN3/X3d OAV