WO2020147600A1 - 一种交通控制方法、装置及电子设备 - Google Patents

一种交通控制方法、装置及电子设备 Download PDF

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Publication number
WO2020147600A1
WO2020147600A1 PCT/CN2020/070415 CN2020070415W WO2020147600A1 WO 2020147600 A1 WO2020147600 A1 WO 2020147600A1 CN 2020070415 W CN2020070415 W CN 2020070415W WO 2020147600 A1 WO2020147600 A1 WO 2020147600A1
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intersection
path
phase
traffic
mapping function
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English (en)
French (fr)
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于津强
张茂雷
余亮
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Alibaba Group Holding Ltd
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Alibaba Group Holding Ltd
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/081—Plural intersections under common control
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals
    • G08G1/08—Controlling traffic signals according to detected number or speed of vehicles

Definitions

  • the present invention relates to the technical field of traffic signal control, and more specifically, to a traffic control method, device and electronic equipment.
  • Urban intersection signal green wave control can include coordinated control between traffic signals at several consecutive intersections in a main road. The purpose is to enable vehicles driving at intersections under coordinated control of arterial roads to pass through the intersections in this area without or less red light. Judging from the color of the lights at each intersection of the controlled arterial road, the green light moves forward like a wave and forms a green wave.
  • This coordinated control method of traffic signals is called "green wave” control. With the "green wave”, it gives priority to maintaining a smooth flow of traffic, and can pass its road control area "green light all the way” to minimize the stay time at the intersection.
  • the existing green wave control method is to set the phase difference between adjacent intersection signals, so that when a vehicle traveling at an average speed arrives at the next intersection, the intersection happens to enter the green light release phase in a certain direction (along the green wave direction). Thereby no need to stop and pass directly.
  • the existing green wave control method is only applicable to areas where intersections are arranged in a line, and can only optimize the phase difference of intersections on the main road, and achieve linear green waves.
  • most of the areas for traffic control are in a network structure.
  • An object of the present invention is to provide a new technical solution for traffic control in a preset area.
  • a traffic control method including:
  • the timing information includes the signal cycle length of the corresponding intersection, and the green light time and traffic direction corresponding to each phase;
  • the timing information of each intersection, and the traffic flow through each path obtain the target phase difference of each intersection in each phase
  • Traffic control is performed on the preset area according to the target phase difference of each intersection in each phase.
  • the step of obtaining the target phase difference of each intersection in each phase according to the relative information between intersections of each path, the timing information of each intersection, and the traffic volume passing through each path includes:
  • the target phase difference of each intersection in each phase is determined.
  • the first mapping function between the phase difference of each phase of each intersection and the green wave width of the corresponding path is determined according to the relative information between the intersections of each path and the timing information of each intersection.
  • the steps include:
  • the green wave width According to the green wave remaining time of each phase from each upstream intersection to the corresponding downstream intersection in each path and the green light time corresponding to each phase of each intersection, the green wave width, The third mapping function between each phase of each upstream intersection in the corresponding path and the remaining time of the green wave of each phase of the corresponding downstream intersection;
  • the first mapping function is obtained.
  • the green wave residuals from each phase of each upstream intersection in each path to each phase of the corresponding downstream intersection are obtained.
  • the steps of the second mapping function between time and the phase difference of each phase at each intersection include:
  • the second mapping function is obtained.
  • each The steps of the third mapping function between the green wave width of the path and the remaining time of the green wave of each phase of each upstream intersection in the corresponding path and each phase of the corresponding downstream intersection include:
  • the third mapping function is obtained according to the green wave width of each path and the remaining time of the green wave from each phase of each upstream intersection in the corresponding path to each phase of the corresponding downstream intersection.
  • the step of determining the target phase difference for each phase at each intersection according to the first mapping function, the traffic volume on each path, and the green wave width of each path includes:
  • the step of determining the target phase difference for each phase at each intersection according to the first mapping function, the traffic volume on each path, and the green wave width of each path includes:
  • the maximum value obtained by adding and summing the green wave width of the corresponding path to the traffic flow on each path corresponds to the phase difference of each intersection in each phase as The target phase difference of each channel in each phase.
  • the step of obtaining the traffic volume passing through each path in a set period includes:
  • a traffic control device including:
  • the timing information acquisition module is used to acquire the timing information of each intersection in the preset area; wherein, the timing information includes the signal cycle duration of the corresponding intersection, and the green light time and traffic direction corresponding to each phase;
  • the relative information acquisition module is used to acquire the relative information between intersections corresponding to each path in the preset area, where the relative information between intersections includes the traffic from each upstream intersection in the corresponding path to the downstream intersection in the corresponding path time;
  • the traffic flow acquisition module is used to acquire the traffic flow through each path in a set period
  • the phase difference determination module is used to obtain the target phase difference of each intersection in each phase according to the relative information between the intersections of each path, the timing information of each intersection, and the traffic volume passing through each path;
  • the traffic control module is used to perform traffic control on the preset area according to the target phase difference of each intersection in each phase.
  • an electronic device including the traffic control device according to the second aspect of the present invention; or, including a processor and a memory, the memory is used to store executable instructions, the The instructions are used to control the processor to execute the traffic control method according to the first aspect of the present invention.
  • a computer-readable storage medium having a computer program stored thereon, and the computer program, when executed by a processor, implements the traffic control method according to the first aspect of the present invention.
  • the target phase of each intersection in each phase is obtained according to the timing information of each intersection in the preset area, the relative information between intersections corresponding to each path, and the traffic volume passing through each path.
  • traffic control is performed on the preset area.
  • the target phase difference of each phase of the No. 1 port is the globally optimized phase difference.
  • vehicles on any path in the preset area can enjoy the green wave effect of continuously passing through multiple intersections in the preset area without stopping.
  • FIG. 1 is a block diagram of an example of the hardware configuration of an electronic device that can be used to implement an embodiment of the present invention
  • FIG. 2 is a block diagram of another example of the hardware configuration of an electronic device that can be used to implement the embodiment of the present invention
  • Fig. 3 is a schematic flowchart of a traffic control method according to a first embodiment of the present invention
  • Fig. 4 is a schematic diagram of an intersection according to an embodiment of the present invention.
  • Fig. 5 is a schematic diagram of a green wave area according to an embodiment of the present invention.
  • Fig. 6 is a schematic flowchart of a traffic control method according to a second embodiment of the present invention.
  • Fig. 7 is a schematic flowchart of a traffic control method according to a third embodiment of the present invention.
  • FIG. 8 is a schematic flowchart of an example of a traffic control method according to an embodiment of the present invention.
  • FIG. 9 is a schematic flowchart of another example of a traffic control method according to an embodiment of the present invention.
  • Figure 10 is a schematic block diagram of a traffic control device according to a first embodiment of the present invention.
  • Figure 11 is a schematic block diagram of a traffic control device according to a second embodiment of the present invention.
  • Figure 12 is a schematic block diagram of an electronic device according to a first embodiment of the present invention.
  • Fig. 13 is a schematic diagram of the hardware structure of an electronic device according to a second embodiment of the present invention.
  • FIG 1 and 2 are block diagrams of the hardware configuration of an electronic device 1000 that can be used to implement the traffic control method of any embodiment of the present invention.
  • the electronic device 1000 may be a server 1100.
  • the server 1100 provides service points for processing, database, and communication facilities.
  • the server 1100 may be an integral server or a distributed server that spans multiple computers or computer data centers.
  • the server can be of various types, such as, but not limited to, a web server, a news server, a mail server, a message server, an advertisement server, a file server, an application server, an interactive server, a database server, or a proxy server.
  • each server may include hardware, software, or embedded logic components or a combination of two or more such components for performing suitable functions supported or implemented by the server.
  • the server may be a blade server, a cloud server, etc., or may be a server group composed of multiple servers, and may include one or more of the foregoing types of servers, and so on.
  • the server 1100 may be as shown in FIG. 1 and includes a processor 1110, a memory 1120, an interface device 1130, a communication device 1140, a display device 1150, and an input device 1160.
  • the server 1100 may also include a speaker, a microphone, etc., which are not limited herein.
  • the processor 1110 may be a dedicated server processor, or may be a desktop processor or a mobile processor that meets performance requirements, which is not limited here.
  • the memory 1120 includes, for example, ROM (Read Only Memory), RAM (Random Access Memory), nonvolatile memory such as a hard disk, and the like.
  • the interface device 1130 includes, for example, various bus interfaces, such as a serial bus interface (including a USB interface), a parallel bus interface, and the like.
  • the communication device 1140 can perform wired or wireless communication, for example.
  • the display device 1150 is, for example, a liquid crystal display, an LED display touch screen, or the like.
  • the input device 1160 may include, for example, a touch screen, a keyboard, and the like.
  • the memory 1120 of the server 1100 is used to store instructions, which are used to control the processor 1110 to operate to at least execute the traffic control method according to any embodiment of the present invention.
  • the technician can design instructions according to the scheme disclosed in the present invention. How instructions control the processor to operate is well known in the art, so it will not be described in detail here.
  • the present invention may only involve some of the devices.
  • the server 1100 only involves the storage 1120 and the processor 1110.
  • the electronic device 1000 may be a terminal device 1200 such as a PC or a notebook computer used by an operator, which is not limited herein.
  • the terminal device 1200 may include a processor 1210, a memory 1220, an interface device 1230, a communication device 1240, a display device 1250, an input device 1260, a speaker 1270, a microphone 1280, and so on.
  • the processor 1210 may be a mobile version processor.
  • the memory 1220 includes, for example, ROM (Read Only Memory), RAM (Random Access Memory), nonvolatile memory such as a hard disk, and the like.
  • the interface device 1230 includes, for example, a USB interface, a headphone interface, and the like.
  • the communication device 1240 can, for example, perform wired or wireless communication.
  • the communication device 1240 may include a short-range communication device, such as based on Hilink protocol, WiFi (IEEE 802.11 protocol), Mesh, Bluetooth, ZigBee, Thread, Z-Wave, NFC, UWB, Any device that performs short-range wireless communication with a short-range wireless communication protocol such as LiFi.
  • the communication device 1240 may also include a remote communication device, for example, any device that performs WLAN, GPRS, 2G/3G/4G/5G remote communication.
  • the display device 1250 is, for example, a liquid crystal display, a touch display, or the like.
  • the input device 1260 may include, for example, a touch screen, a keyboard, and the like. The user can input/output voice information through the speaker 1270 and the microphone 1280.
  • the memory 1220 of the terminal device 1200 is used to store instructions, which are used to control the processor 1210 to operate to at least execute the traffic control method according to any embodiment of the present invention.
  • the technician can design instructions according to the scheme disclosed in the present invention. How instructions control the processor to operate is well known in the art, so it will not be described in detail here.
  • the present invention may only involve some of the devices.
  • the terminal device 1200 only involves the memory 1220, the processor 1210, and the display device 1250.
  • a traffic control method is provided.
  • the traffic control method may be implemented by electronic equipment.
  • the electronic device may be the server 1100 shown in FIG. 1 or the terminal device 1200 shown in FIG. 2.
  • the traffic control method of this embodiment may include the following steps S3100 to S3500:
  • Step S3100 Obtain the timing information of each intersection in the preset area.
  • the timing information may include the signal cycle duration of the corresponding intersection, the signal phase of the corresponding intersection, and the green light time and traffic flow direction corresponding to each phase of the corresponding intersection.
  • the signal cycle time including the signal light change, the time required for the signal to run a cycle, is equal to the sum of the green, yellow, and red light time; also equal to the sum of the green light time and the yellow light time (usually fixed) required for all phases .
  • the signal cycle duration of the intersections in the preset area can be set to be equal.
  • the signal phase in the present invention has a well-known meaning in the industry. For example, it may include, within a signal period, the signal state sequence of one or several traffic flows with the same signal light color display is called a signal phase.
  • the signal phase is divided according to the time sequence of the signal display obtained by the traffic flow. There are as many phases as there are different sequence arrangements.
  • Each control state corresponds to a group of different light color combinations, called a phase.
  • a phase is also called a control state.
  • the signal phase for a group of traffic flows that do not conflict with each other and obtain the signal display state corresponding to the right of way at the same time, it can be called the signal phase. It can be seen that the signal phase is divided according to the change of the right of way of the intersection within a signal period.
  • the four extending directions of the crossroad are represented by A, C, B, and D, respectively, and the intersection center of the crossroad is represented by O;
  • the two lanes are both round-trip two-way lanes, one of the lanes is a round-trip two-way lane from A through O to B or B through O to A, and the other perpendicular to it is from C through O to D or Go straight from D to C through O to the double carriageway.
  • the number 1 represents the direction of traffic flow where B is driving toward O, turning left toward D
  • the number 2 represents the direction of traffic flow where A passes through O and goes straight to B
  • Use the number 3 to indicate the direction of traffic when D is driving toward O and turn left toward A
  • use the number 4 to indicate the direction of traffic when C passes through O and go straight to D
  • use the number 5 to indicate the traffic flow of A toward O and turn left toward C Direction
  • use the number 6 to indicate the direction of traffic flow where B passes through O and go straight to A
  • use the number 7 to indicate the direction of traffic flow where C is driving toward O and go straight to B
  • use the number 8 to indicate the direction of traffic flow that D passes through O and goes straight to C .
  • the above 8 traffic flow directions correspond to 8 phases respectively.
  • the first phase, the second phase, the third phase, the fourth phase, the fifth phase, the sixth phase, the seventh phase and the eighth phase correspond to the above 1, 2, and 3 phases respectively.
  • 4, 5, 6, 7, and 8 correspond.
  • the green light time in this embodiment may be the actual green light time or the effective green light time.
  • the actual green light time can be the time from the green light on to the green light off.
  • Effective green light time includes the actual vehicle transit time that is effectively utilized. It is equal to the sum of the green light time and the yellow light time minus the lost time.
  • the lost time includes two parts. One is the time when the vehicle starts when the green light signal is turned on; when the green light is turned off and the yellow light is turned on, only vehicles that cross the stop line can continue to pass, so there is also a part of the lost time, which is the actual green light time. Subtract the start time and the acceleration end lag time. The end lag time is the effective part of the yellow light time.
  • the loss time of each phase is the difference between the start delay time and the end delay time.
  • Phase difference For two signal intersections, it refers to the difference between the start time of the green light (or red light) of the same phase at two adjacent intersections.
  • the absolute phase difference refers to the start or end of the green light (red light) of the coordinated direction of the main road at each intersection relative to the start or the start or end of the green light (red light) of the main road coordinated direction at a certain intersection (usually a key intersection) The difference in time to the end point.
  • the relative phase difference refers to the time difference between the start or end of the green light (red light) of the main road coordination direction signal at the adjacent intersection.
  • the relative phase difference is equal to the difference between the absolute phase difference of two intersections.
  • the phase difference mentioned in this embodiment may be a relative phase difference. Specifically, it may be the phase difference of each intersection relative to the adjacent upstream intersection.
  • the timing information of each intersection may be obtained from the terminal equipment of the traffic control site. Specifically, the traffic signal control personnel may enter the timing information of each intersection into the terminal device, and then the terminal device sends the information to the electronic device implementing this embodiment. It may also be that the traffic signal controller directly enters the timing information of each intersection into the electronic device implementing this embodiment.
  • Step S3200 Obtain relative information between intersections corresponding to each path in the preset area.
  • the relative information between intersections includes the traffic time from each upstream intersection in the corresponding path to the downstream intersection in the corresponding path.
  • the definition of a path can be an intersection sequence and the turn of each intersection in the intersection sequence on this path.
  • the upstream intersection and downstream intersection in this embodiment are relative to the travel direction of the corresponding path. All intersections on each path except the last intersection in the direction of travel can be regarded as upstream intersections. For any upstream intersection, the intersection located after the upstream intersection in the traveling direction of the corresponding path is the downstream intersection in the path of the upstream intersection.
  • Path 1 can be: 1 go straight-4 turn right-5 go straight -6 turn left -10 go straight -11 go straight.
  • Path 2 can be: 11 go straight -10 go straight-6 turn right-5 go straight-4 turn left-1 go straight.
  • Path 3 can be: 3 go straight-4 turn left -8 turn right -9 go straight -10 turn left -11 go straight.
  • Path 4 can be: 11 go straight-10 turn right-9 go straight-8 turn left-4 turn right-3 go straight.
  • intersection 1, intersection 4, intersection 5, intersection 6, and intersection 10 can all be used as upstream intersections.
  • junction 1 is used as an upstream junction
  • junction 4, junction 5, junction 6, junction 10, and junction 11 are all downstream junctions of upstream junction 1 in route 1.
  • intersection 4 is an upstream intersection
  • intersection 5, intersection 6, intersection 10, and intersection 11 are all downstream intersections of upstream intersection 4 in path 1.
  • intersection 9 is regarded as an upstream intersection
  • intersection 10 and intersection 11 are downstream intersections of intersection 9 in route 3; intersection 8, intersection 4, and intersection 3 are downstream intersections of intersection 9 in route 4.
  • the relative information between intersections corresponding to each path may be obtained from the terminal device of the traffic control site.
  • the traffic signal control personnel may pre-enter the distance between any two intersections in each path into the terminal device, and then the electronic device implementing this embodiment will calculate the distance between any two intersections in each path. Determine the traffic time from each upstream intersection to the downstream intersection in the corresponding path. It is also possible that the traffic signal controller directly enters the relative information between the intersections corresponding to each path into the electronic device implementing this embodiment.
  • the step of determining the traffic time from each upstream intersection to the downstream intersection in the corresponding path according to the distance between any two intersections in each path may further include: according to the distance between any two intersections in each path, and the The travel speed between any two intersections in the path determines the traffic time from each upstream intersection to the downstream intersection in the corresponding path.
  • the driving speed between any two intersections in each path may be a preset standard driving speed, or the maximum driving speed between any two intersections in each path, or it may be The average travel speed between any two intersections.
  • the average traveling speed may be an average value of the maximum traveling speed and the minimum traveling speed between any two intersections.
  • the maximum travel speed and/or the minimum travel speed may be set according to the speed limit in actual road conditions, and may be pre-marked on the speed limit plate in the actual path.
  • the traffic time from each upstream intersection to the downstream intersection in the corresponding path may also be extracted from the historical vehicle travel trajectory of each path.
  • the setting period can be set according to specific application scenarios or application requirements, for example, it can be set to 1 month.
  • the set time period can be set according to specific application scenarios or application requirements, for example, it can be set to 7-9 o'clock every Monday.
  • the extracted vehicle trajectories from each upstream intersection to the downstream intersection in the corresponding path can be selected to filter the trajectories of vehicles that have not stopped, as a backup from each upstream intersection to each downstream intersection in the corresponding path.
  • the travel time corresponding to the candidate travel trajectory from each upstream intersection to each downstream intersection in the corresponding path can be determined.
  • a set number of travel times with the shortest travel time from each upstream intersection to each downstream intersection in the corresponding path may be selected as the candidate travel time from each upstream intersection to each downstream intersection in the corresponding path. And calculate the average value of the candidate travel time from each upstream intersection to each downstream intersection in the corresponding path as the traffic time from each upstream intersection to each downstream intersection in the corresponding path.
  • the set number can be set according to specific application scenarios or application requirements, for example, it can be set to 10.
  • the set percentage may be set according to specific application scenarios or application requirements, for example, it may be set to 15%.
  • Step S3300 Obtain the traffic volume of each path in the set period.
  • the map trajectory data of the preset area in each set time period of the set period may be extracted, so as to obtain the map trajectory data that passes through each set time period of the set period.
  • the traffic flow of the path may be the map trajectory data.
  • the setting period may be set according to specific application scenarios or application requirements, for example, it may be set to 1 month.
  • the set time period can be set according to specific application scenarios or application requirements, for example, it can be set to 7-9 o'clock every Monday.
  • Step S3400 according to the relative information between the intersections of each path, the timing information of each intersection, and the traffic volume passing through each path, obtain the target phase difference of each intersection in each phase.
  • it can be based on the traffic time from each upstream intersection in each path in the preset area to the downstream intersection in the corresponding path, the signal cycle duration of each intersection, the signal phase, the green light time corresponding to each phase, and the direction of traffic flow , And the traffic flow through each path, obtain the target phase difference of each intersection in each phase.
  • the target phase difference for each phase of each intersection may include: the target phase difference for each phase of intersection 1 at the corresponding intersection 1, and intersection 2 at the corresponding intersection 2.
  • this step S3400 may further include steps S3410 to S3420 as shown in FIG. 6:
  • Step S3410 according to the relative information between the intersections of each path and the timing information of each intersection, determine the first mapping function between the phase difference of each phase of each intersection and the green wave width of the corresponding path.
  • the width of the green wave refers to the width of the time window for a car traveling on any path in a preset area to continuously pass through multiple intersections on the path without stopping.
  • the independent variable of the first mapping function F1(offset x,i,j ) is the phase difference offset x,i,j of the intersection i on the path x at phase j
  • the dependent variable F1(offset x,i,j ) is Is the green wave width GWHW x of the path x determined by the phase difference offset x, i, j of all the intersections on the path x in each phase.
  • offset x, i, j represents the phase difference of the i-th intersection on the path x at the phase j, and when the path x includes n intersections, i ⁇ [1,n].
  • offset x, 1, j represents the phase difference of the starting intersection on path x at phase j.
  • each intersection can be in each phase
  • the first mapping function F1 offset x, i, j ) between the phase difference of and the green wave width of the corresponding path.
  • this step S3410 may further include steps S3411 to S3413 as shown in FIG. 7:
  • Step S3411 according to the relative information between the intersections of each path and the timing information of each intersection, obtain the remaining time of the green wave from each phase of each upstream intersection in each path to each phase of the corresponding downstream intersection, and The second mapping function of each channel between the phase difference of each phase.
  • the remaining time of the green wave from each phase of each upstream intersection in each path to each phase of the corresponding downstream intersection may include: each of path 1 The remaining time of the green wave from each phase of the upstream intersection to each phase of the corresponding downstream intersection, the remaining time of the green wave from each phase of each upstream intersection in Path 2 to each phase of the corresponding downstream intersection,... , The remaining time of the green wave from each phase of each upstream intersection in path m to each phase of the corresponding downstream intersection.
  • the upstream intersection of path x may include: the remaining time of the green wave from each phase of intersection 1 to each phase of intersection 2, and each phase of intersection 1 to intersection 3. The remaining time of the green wave of one phase,..., the remaining time of the green wave from each phase of junction 1 to each phase of junction n.
  • the independent variable of the second mapping function F2(offset x,i,j ) is the phase difference offset x,i,j of the intersection i on the path x at the phase j
  • the dependent variable F2(offset x,i,j ) is It is the green wave remaining time split_time (x,i,j) ⁇ (x,k,m) from the phase j of the upstream intersection i in the path x to the phase m of the downstream intersection k in the path x.
  • the value of i when the intersection i is an upstream intersection, the value of i may be i ⁇ [1, n-1]. Among them, k ⁇ [i+1,n].
  • step S3411 may further include the following steps S3411-1 to S3411-3:
  • Step S3411-1 according to the green light time corresponding to each phase of each intersection, determine the fourth mapping function between the green signal ratio time window of each intersection and the phase difference of each intersection in each phase.
  • the independent variable of the fourth mapping function F4 (offset x, i, j ) is the phase difference offset x, i, j of the intersection i on the path x at phase j
  • the dependent variable F4 (offset x, i, j ) is It is the green signal ratio time window of the intersection i on the path x determined by the phase difference offset x,i,j of the intersection i on the path x and the phase j.
  • the fourth mapping function F4 (offset x, i, j ) can be:
  • t x,i,j,start represents the time when the green light of intersection i on path x turns on in phase j, which is equal to the phase difference offset x,i,j of intersection i on path x in phase j .
  • t x,i,j,end represent the end time of the green light of intersection i in phase j on path x.
  • split_time x, i, j represents the green light time of intersection i in phase j on path x.
  • Step S3411-2 according to the traffic time from each upstream intersection to the downstream intersection in the corresponding path, and the cycle of each intersection on each path, determine the green signal ratio time window of each intersection, and each path A fifth mapping function from each phase of an upstream intersection to the remaining time of the green wave of each phase of the corresponding downstream intersection.
  • the independent variable of the fifth mapping function F5[F4(offset x,i,j )] is the green letter ratio time window F4(offset x,i,j ) of intersection i on path x
  • the dependent variable F5[F4(offset x,i,j )] is the green wave remaining time from the phase j of the upstream intersection i in the path x to the phase m of the downstream intersection k in the path x split_time (x,i,j) ⁇ (x,k,m) .
  • the fifth mapping function F5[F4(offset x,i,j )] can be:
  • travel_time x, i, k is the travel time of the upstream intersection i along the path x to the downstream intersection k; cycle cor is the signal cycle time.
  • step S3411-3 the second mapping function is obtained according to the fourth mapping function and the fifth mapping function.
  • it can be a green wave that substitutes the green signal ratio time window F4 (offset x, i, j ) of the intersection i on the path x into the phase j of the upstream intersection i in the path x to the phase m of the downstream intersection k in the path x
  • the remaining time F5[F4(offset x,i,j )] we can get the green wave remaining time split_time (x,i, from the phase j of the upstream junction i in the path x to the phase m of the downstream junction k in the path x j) ⁇ (x,k,m) , the second mapping function F2(offset x,i,j ) between the phase difference offset x,i,j with the intersection i on the path x and the phase j.
  • Step S3412 according to the green wave remaining time of each phase from each upstream intersection to the corresponding downstream intersection in each path and the green light time corresponding to each phase of each intersection to obtain the green time of each path.
  • the argument of the third mapping function F3[split_time (x,i,j) ⁇ (x,k,m) ] is the phase j of the upstream intersection i in the path x to the phase m of the downstream intersection k in the path x .
  • the remaining time of the green wave split_time (x,i,j) ⁇ (x,k,m) , the dependent variable F3[split_time (x,i,j) ⁇ (x,k,m) ] is the green wave width of path x .
  • step S3412 may further include the following steps S3412-1 to S3412-2:
  • Step S3412-1 Determine the sum of the ratio of the green wave remaining time from each phase of each upstream intersection to each phase of the corresponding downstream intersection in each path and the green light time of the corresponding phase of the corresponding intersection, Get the green wave width of each path.
  • the formula for calculating the green wave width of each path can be:
  • GWHW x is the green wave width of path x
  • split_time (x,i,j) ⁇ (x,k,m) is the phase j of the upstream intersection i in the path x to the phase m of the downstream intersection k in the path x
  • the remaining time of the green wave, split_time i,j is the green light time of the phase j of the intersection i.
  • Step S3412-2 according to the green wave width of each path and the remaining time of the green wave from each phase of each upstream intersection in the corresponding path to each phase of the corresponding downstream intersection to obtain a third mapping function.
  • the third mapping function F3[split_time (x,i,j) ⁇ (x,k,m) ] can be:
  • the traffic control method may further include:
  • each phase determines the traffic volume of each intersection of each path in each phase, and also according to the traffic volume of each intersection of each path in each phase Get the third mapping function.
  • the traffic volume at each phase at each intersection on each path can be ⁇ x, i, j .
  • the way to obtain the third mapping function according to the traffic volume of each intersection on each path in each phase can be:
  • ⁇ x, i, j are the traffic flow at the intersection i on the path x at the phase j, and vol x is the traffic flow through the path x.
  • Step S3413 Obtain the first mapping function according to the second mapping function and the third mapping function.
  • the phase difference between the intersection i on the path x and the phase j is offset x, i, j , and the phase j of the upstream intersection i in the path x to the downstream in the path x
  • the mapping relationship between (x,k,m) can determine the mapping relationship between the phase difference offset x,i,j of the intersection i on the path x and the green
  • Step S3420 Determine the target phase difference of each intersection in each phase according to the first mapping function, the traffic volume on each path, and the green wave width of each path.
  • step S3420 may further be:
  • the maximum value obtained by adding and summing the green wave width of the corresponding path to the traffic flow on each path is the phase difference corresponding to each intersection in each phase as each The target phase difference of each phase at the intersection.
  • the calculation method of the target value GOAL obtained by adding the traffic volume on each path to the green wave width of the corresponding path can be:
  • the phase difference of each intersection in each phase can be obtained.
  • the value range of the relative phase difference is [0, cycle cor -1].
  • GOAL value can be calculated as:
  • the phase difference of each intersection in each phase can be obtained.
  • step S3500 traffic control is performed on the preset area according to the target phase difference in each phase at each intersection.
  • phase difference of each phase at each intersection may be set as the corresponding target phase difference, so as to perform traffic control on the preset area.
  • the target phase of each intersection in each phase is obtained according to the timing information of each intersection in the preset area, the relative information between intersections corresponding to each path, and the traffic volume passing through each path.
  • traffic control is performed on the preset area.
  • the target phase difference of each phase of the No. 1 port is the globally optimized phase difference.
  • vehicles on any path in the preset area can enjoy the green wave effect of continuously passing through multiple intersections in the preset area without stopping.
  • Fig. 8 is an example of a traffic control method, which may include the following steps:
  • Step S8100 Obtain the timing information of each intersection in the preset area.
  • Step S8200 Obtain relative information between intersections corresponding to each path in the preset area.
  • Step S8300 Obtain the traffic volume of each path in the set period.
  • Step S8410 according to the relative information between the intersections of each path and the timing information of each intersection, determine the first mapping function between the phase difference of each phase of each intersection and the green wave width of the corresponding path.
  • Step S8420 Determine the target phase difference of each intersection in each phase according to the first mapping function, the traffic volume on each path, and the green wave width of each path.
  • step S8500 traffic control is performed on the preset area according to the target phase difference in each phase of each intersection.
  • step S8410 may further include steps S8411 to S8413 as shown in FIG. 9:
  • step S8411 according to the relative information between the intersections of each path and the timing information of each intersection, the remaining time of the green wave from each phase of each upstream intersection in each path to each phase of the corresponding downstream intersection, and The second mapping function of each channel between the phase difference of each phase.
  • Step S8412 according to the green wave remaining time of each phase from each upstream intersection to the corresponding downstream intersection in each path and the green light time corresponding to each phase of each intersection to obtain the green time of each path.
  • Step S8413 Obtain the first mapping function according to the second mapping function and the third mapping function.
  • a traffic control device 4000 including: a timing information acquisition module 4100, a relative information acquisition module 4200, a traffic flow acquisition module 4300, a phase difference determination module 4400, and a traffic control module 4500.
  • the timing information acquisition module 4100 is used to acquire the timing information of each intersection in the preset area; where the timing information includes the signal cycle duration of the corresponding intersection, and the green light time and traffic direction corresponding to each phase; the relative information
  • the obtaining module 4200 is used to obtain the relative information between intersections corresponding to each path in the preset area, where the relative information between intersections includes the traffic time from each upstream intersection in the corresponding path to the downstream intersection in the corresponding path; the traffic flow is obtained
  • the module 4300 is used to obtain the flow of vehicles passing through each path in a set period;
  • the phase difference determining module 4400 is used to determine the relative information between intersections of each path, the timing information of each intersection, and the vehicles passing through each path.
  • Traffic obtain the target phase difference of each intersection in each phase;
  • the traffic control module 4500 is used for traffic control of the preset area according to the target phase difference of each intersection in each phase.
  • the phase difference determining module 4400 may further include: a function determining unit 4410 and a phase difference determining unit 4420.
  • the function determining unit 4410 is used to determine the first mapping between the phase difference of each phase of each intersection and the green wave width of the corresponding path according to the relative information between the intersections of each path and the timing information of each intersection.
  • Function; the phase difference determining unit 4420 is used to determine the target phase difference of each intersection in each phase according to the first mapping function, the traffic volume on each path, and the green wave width of each path.
  • the function determining unit 4410 is further configured to:
  • the green wave width According to the green wave remaining time of each phase from each upstream intersection to the corresponding downstream intersection in each path and the green light time corresponding to each phase of each intersection, the green wave width, The third mapping function between each phase of each upstream intersection in the corresponding path and the remaining time of the green wave of each phase of the corresponding downstream intersection;
  • the first mapping function is obtained.
  • the green wave residuals from each phase of each upstream intersection in each path to each phase of the corresponding downstream intersection are obtained.
  • the steps of the second mapping function between time and the phase difference of each phase at each intersection further include:
  • the second mapping function is obtained.
  • each The steps of the third mapping function between the green wave width of the path and the remaining time of the green wave of each phase of each upstream intersection in the corresponding path to each phase of the corresponding downstream intersection include:
  • the third mapping function is obtained.
  • the step of determining the target phase difference for each phase at each intersection includes:
  • each phase determines the traffic volume of each intersection on each path in each phase; and also according to the traffic volume of each intersection on each path in each phase Get the third mapping function.
  • phase difference determining unit 4420 is further configured to:
  • the maximum value obtained by adding and summing the green wave width of the corresponding path to the traffic flow on each path is the phase difference corresponding to each intersection in each phase as each The target phase difference of each phase at the intersection.
  • the vehicle flow acquisition module 4300 is also used to:
  • the traffic control device 4000 can be implemented in various ways.
  • the traffic control device 4000 can be implemented by configuring the processor with instructions.
  • the instructions can be stored in the ROM, and when the device is started, the instructions are read from the ROM into the programmable device to realize the traffic control device 4000.
  • the traffic control device 4000 can be solidified into a dedicated device (for example, ASIC).
  • the traffic control device 4000 can be divided into mutually independent units, or they can be combined together for implementation.
  • the traffic control device 4000 may be implemented by one of the foregoing various implementation manners, or may be implemented by a combination of two or more of the foregoing various implementation manners.
  • the traffic control device 4000 can have multiple implementation forms.
  • the traffic control device 4000 can be any software product or functional module running in an application that provides traffic control services, or these software products or applications.
  • the peripheral embedded parts, plug-ins, patches, etc. of the program can also be these software products or the application itself.
  • an electronic device 1000 is also provided.
  • the electronic device 1000 may be the server 1100 shown in FIG. 1 or the terminal device 1200 shown in FIG. 2.
  • the electronic device 1000 may include the aforementioned traffic control device 4000 for implementing the traffic control method of any embodiment of the present invention.
  • the electronic device 1000 may further include a processor 1300 and a memory 1400.
  • the memory 1400 is configured to store executable instructions; the processor 1300 is configured to execute the electronic device 1000 according to the control of the instructions.
  • a traffic control method according to any embodiment of the present invention.
  • a computer-readable storage medium is also provided, on which a computer program is stored, and when the computer program is executed by a processor, the traffic control method as in any embodiment of the present invention is implemented.
  • the present invention may be a system, a method and/or a computer program product.
  • the computer program product may include a computer-readable storage medium loaded with computer-readable program instructions for causing the processor to implement various aspects of the present invention.
  • the computer-readable storage medium may be a tangible device that can hold and store instructions used by the instruction execution device.
  • the computer-readable storage medium may be, but is not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing.
  • Non-exhaustive list of computer readable storage media include: portable computer disks, hard disks, random access memory (RAM), read only memory (ROM), erasable programmable read only memory (EPROM (Or flash memory), static random access memory (SRAM), portable compact disk read-only memory (CD-ROM), digital versatile disk (DVD), memory stick, floppy disk, mechanical encoding device, such as a computer on which instructions are stored
  • RAM random access memory
  • ROM read only memory
  • EPROM erasable programmable read only memory
  • SRAM static random access memory
  • CD-ROM compact disk read-only memory
  • DVD digital versatile disk
  • memory stick floppy disk
  • mechanical encoding device such as a computer on which instructions are stored
  • the convex structure in the hole card or the groove and any suitable combination of the above.
  • the computer-readable storage medium used herein is not to be interpreted as a transient signal itself, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (eg, optical pulses through fiber optic cables), or through wires The transmitted electrical signal.
  • the computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to various computing/processing devices, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and/or a wireless network.
  • the network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and/or edge servers.
  • the network adapter card or network interface in each computing/processing device receives computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in the computer-readable storage medium in each computing/processing device .
  • Computer program instructions for performing the operations of the present invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, state setting data, or in one or more programming languages Source code or object code written in any combination.
  • the programming languages include object-oriented programming languages such as Smalltalk, C++, etc., and conventional procedural programming languages such as "C" language or similar programming languages.
  • the computer-readable program instructions can be executed entirely on the user's computer, partly on the user's computer, as an independent software package, partly on the user's computer and partly on a remote computer, or completely on the remote computer or server carried out.
  • the remote computer can be connected to the user's computer through any kind of network, including a local area network (LAN) or a wide area network (WAN), or it can be connected to an external computer (for example, using an Internet service provider to access the Internet connection).
  • LAN local area network
  • WAN wide area network
  • an electronic circuit such as a programmable logic circuit, a field programmable gate array (FPGA), or a programmable logic array (PLA), can be customized by using the status information of the computer-readable program instructions.
  • the computer-readable program instructions are executed to implement various aspects of the present invention.
  • These computer-readable program instructions can be provided to the processor of a general-purpose computer, special-purpose computer, or other programmable data processing device, thereby producing a machine that causes these instructions to be executed by the processor of a computer or other programmable data processing device A device that implements the functions/actions specified in one or more blocks in the flowchart and/or block diagram is generated.
  • the computer-readable program instructions may also be stored in a computer-readable storage medium. These instructions enable the computer, programmable data processing apparatus, and/or other devices to work in a specific manner. Therefore, the computer-readable medium storing the instructions includes An article of manufacture that includes instructions to implement various aspects of the functions/acts specified in one or more blocks in the flowcharts and/or block diagrams.
  • each block in the flowchart or block diagram may represent a module, program segment, or part of an instruction, and the module, program segment, or part of an instruction contains one or more Executable instructions.
  • the functions marked in the blocks may also occur in an order different from that marked in the drawings. For example, two consecutive blocks can actually be executed substantially in parallel, and sometimes they can also be executed in reverse order, depending on the functions involved.
  • each block in the block diagrams and/or flowcharts, and combinations of blocks in the block diagrams and/or flowcharts can be implemented with dedicated hardware-based systems that perform specified functions or actions Or, it can be realized by a combination of dedicated hardware and computer instructions. It is well known to those skilled in the art that implementation by hardware, implementation by software, and implementation by combining software and hardware are all equivalent.

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Abstract

一种交通控制方法、装置及电子设备，该交通控制方法包括：获取预设区域内每一路口的配时信息（S3100）；获取预设区域内的每一路径对应的路口间相对信息（S3200）；获取设定周期内经过每一路径的车流量（S3300）；根据每一路径的路口间相对信息、每一路口的配时信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差（S3400）；根据每一路口在每一相位的目标相位差对预设区域进行交通控制（S3500）。

Description

一种交通控制方法、装置及电子设备
本申请要求2019年01月17日递交的申请号为201910044419.X、发明名称为一种交通控制方法、装置及电子设备”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本发明涉及交通信号控制技术领域，更具体地，涉及一种交通控制方法、装置及电子设备。
背景技术
城市交叉路口信号绿波控制可以包括一条主干道中若干个连续交叉路口交通信号间的协调控制。目的是使行驶在主干道协调控制的交叉路口的车辆，可以不遇红灯或者少遇红灯而通过这个区域中的各交叉路口。从被控制的主干道路各交叉路口的灯色来看，绿灯就像波浪一样向前行而形成绿波，这种交通信号协调控制方式被称为“绿波”控制。有了“绿波”，那么其优先保持畅通的车流，就可以“一路绿灯”地通过其道路控制区域，尽量减少路口的停留时间。
现有的绿波控制方法是通过设置相邻路口信号机的相位差，使按平均车速行驶的车辆在抵达下一个路口时，该路口恰好进入某方向(沿绿波方向)的绿灯放行相位，从而无需停车直接通过。
但是，现有的绿波控制方法只适用于路口呈线状排列的区域，只能优化主干道上的路口的相位差，实现的是线状绿波。而在现实路网中，进行交通控制的区域多呈网状结构。
因此，有必要在预设区域为任意路网结构的情况下，提供一种新的交通控制的方法，以使得在任意路网结构的区域内的任意路径上的车辆，都可以享受到不停车连续通过该区域内的多个路口的绿波效果。
发明内容
本发明的一个目的是提供一种对预设区域进行交通控制的新技术方案。
根据本发明的第一方面，提供了一种交通控制方法，包括：
获取预设区域内每一路口的配时信息；其中，所述配时信息包括对应路口的信号周 期时长、及每一相位对应的绿灯时间和车流方向；
获取所述预设区域内的每一路径对应的路口间相对信息，其中，所述路口间相对信息包括对应路径中每一上游路口到对应路径中的下游路口的交通时间；
获取设定周期内经过每一路径的车流量；
根据每一路径的路口间相对信息、每一路口的配时信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差；
根据每一路口在每一相位的目标相位差对所述预设区域进行交通控制。
可选的，所述根据每一路径的路口间相对信息、每一路口的配时信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差的步骤包括：
根据每一路径的路口间相对信息、及每一路口的配时信息，确定每一路口在每一相位的相位差和对应路径的绿波宽度之间的第一映射函数；
根据所述第一映射函数、每一路径上的车流量、每一路径的绿波宽度，确定每一路口在每一相位的目标相位差。
可选的，所述根据每一路径的路口间相对信息、及每一路口的配时信息，确定每一路口在每一相位的相位差和对应路径的绿波宽度之间的第一映射函数的步骤包括：
根据每一路径的路口间相对信息、每一路口的配时信息，得到每一路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间、与每一路口在每一相位的相位差之间的第二映射函数；
根据每一路径中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间与每一路口的每一相位对应的绿灯时间，得到每一路径的绿波宽度、与对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第三映射函数；
根据所述第二映射函数、及所述第三映射函数，得到所述第一映射函数。
可选的，所述根据每一路径的路口间相对信息、每一路口的配时信息，得到每一路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间、与每一路口在每一相位的相位差之间的第二映射函数的步骤包括：
根据每一路口的每一相位对应的绿灯时间，确定每一路口的绿信比时间窗、与每一路口在每一相位的相位差之间的第四映射函数；
根据每一上游路口到对应路径中的下游路口的交通时间、及每一路径上的每一路口的周期，确定每一路口的绿信比时间窗、与每一路径中每一上游路口的每一相位到对应 的下游路口的每一相位的绿波剩余时间之间的第五映射函数；
根据所述第四映射函数和所述第五映射函数，得到所述第二映射函数。
可选的，所述根据每一路径中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间与每一路口的每一相位对应的绿灯时间，得到每一路径的绿波宽度、与对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第三映射函数的步骤包括：
确定每一路径中每一上游路口的每一相位分别到对应的下游路口的每一相位的绿波剩余时间、与对应路口的对应相位的绿灯时间之间的比值的和，得到每一路径的绿波宽度；
根据每一路径的绿波宽度、及对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间，得到所述第三映射函数。
可选的，所述根据所述第一映射函数、每一路径上的车流量、每一路径的绿波宽度，确定每一路口在每一相位的目标相位差的步骤包括：
根据每一路径的车流量、及每一相位对应的车流方向，确定每一路径上每一路口在每一相位的车流量；以还根据每一路径上每一路口在每一相位的车流量得到所述第三映射函数。
可选的，所述根据所述第一映射函数、每一路径上的车流量、每一路径的绿波宽度，确定每一路口在每一相位的目标相位差的步骤包括：
根据所述第一映射函数，确定在每一路径上的车流量对对应路径的绿波宽度进行加和求和得到的值最大的情况下，对应每一路口在每一相位的相位差，作为每一路口在每一相位的目标相位差。
可选的，所述获取设定周期内经过每一路径的车流量的步骤包括：
获取所述预设区域在设定周期内的地图轨迹数据，以根据所述地图轨迹数据获取设定周期内经过每一路径的车流量；或者，
获取所述预设区域内的摄像头在设定周期内采集的图像，以从所述图像中获取设定周期内经过每一路径的车流量。
根据本发明的第二方面，提供了一种交通控制装置，包括：
配时信息获取模块，用于获取预设区域内每一路口的配时信息；其中，所述配时信息包括对应路口的信号周期时长、及每一相位对应的绿灯时间和车流方向；
相对信息获取模块，用于获取所述预设区域内的每一路径对应的路口间相对信息， 其中，所述路口间相对信息包括对应路径中每一上游路口到对应路径中的下游路口的交通时间；
车流量获取模块，用于获取设定周期内经过每一路径的车流量；
相位差确定模块，用于根据每一路径的路口间相对信息、每一路口的配时信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差；
交通控制模块，用于根据每一路口在每一相位的目标相位差对所述预设区域进行交通控制。
根据本发明的第三方面，提供了一种电子设备，包括根据本发明第二方面所述的交通控制装置；或者，包括处理器和存储器，所述存储器用于存储可执行的指令，所述指令用于控制所述处理器执行根据本发明第一方面所述的交通控制方法。
根据本发明的第四方面，提供了一种计算机可读存储介质，其上存储有计算机程序，所述计算机程序在被处理器执行时实现根据本发明第一方面所述的交通控制方法。
在本实施例中，通过根据预设区域内每一路口的配时信息、每一路径对应的路口间相对信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差，并根据每一路口在每一相位的目标相位差对预设区域进行交通控制。这样，对于任意路网结构的预设区域，通过综合考虑预设区域内的所有路口、每一路口的所有车流方向、及经过每一路径的车流量，可以使得得到的预设区域内的每一路口在每一相位的目标相位差为全局优化的相位差。此外，还使得该预设区域内任意路径上的车辆都可以享受到不停车连续通过该预设区域内的多个路口的绿波效果。
通过以下参照附图对本发明的示例性实施例的详细描述，本发明的其它特征及其优点将会变得清楚。
附图说明
被结合在说明书中并构成说明书的一部分的附图示出了本发明的实施例，并且连同其说明一起用于解释本发明的原理。
图1是可用于实现本发明的实施例的电子设备的硬件配置的一个例子的框图；
图2是可用于实现本发明的实施例的电子设备的硬件配置的另一个例子的框图；
图3是根据本发明第一个实施例的交通控制方法的流程示意图；
图4是根据本发明一个实施例的交叉路口的示意图；
图5是根据本发明一个实施例的绿波区域的示意图；
图6是根据本发明第二个实施例的交通控制方法的流程示意图；
图7是根据本发明第三个实施例的交通控制方法的流程示意图；
图8是根据本发明实施例的交通控制方法的一个例子的流程示意图；
图9是根据本发明实施例的交通控制方法的另一个例子的流程示意图；
图10是根据本发明第一个实施例的交通控制装置的原理框图；
图11是根据本发明第二个实施例的交通控制装置的原理框图；
图12是根据本发明第一个实施例的电子设备的原理框图；
图13是根据本发明第二个实施例的电子设备的硬件结构示意图。
具体实施方式
现在将参照附图来详细描述本发明的各种示例性实施例。应注意到：除非另外具体说明，否则在这些实施例中阐述的部件和步骤的相对布置、数字表达式和数值不限制本发明的范围。
以下对至少一个示例性实施例的描述实际上仅仅是说明性的，决不作为对本发明及其应用或使用的任何限制。
对于相关领域普通技术人员已知的技术、方法和设备可能不作详细讨论，但在适当情况下，所述技术、方法和设备应当被视为说明书的一部分。
在这里示出和讨论的所有例子中，任何具体值应被解释为仅仅是示例性的，而不是作为限制。因此，示例性实施例的其它例子可以具有不同的值。
应注意到：相似的标号和字母在下面的附图中表示类似项，因此，一旦某一项在一个附图中被定义，则在随后的附图中不需要对其进行进一步讨论。
<硬件配置>
图1和图2是可用于实现本发明任意实施例的交通控制方法的电子设备1000的硬件配置的框图。
在一个实施例中，如图1所示，电子设备1000可以是服务器1100。
服务器1100提供处理、数据库、通讯设施的业务点。服务器1100可以是整体式服务器或是跨多计算机或计算机数据中心的分散式服务器。服务器可以是各种类型的，例如但不限于，网络服务器，新闻服务器，邮件服务器，消息服务器，广告服务器，文件服务器，应用服务器，交互服务器，数据库服务器，或代理服务器。在一些实施例中，每个服务器可以包括硬件，软件，或用于执行服务器所支持或实现的合适功能的内嵌逻 辑组件或两个或多个此类组件的组合。例如，服务器例如刀片服务器、云端服务器等，或者可以是由多台服务器组成的服务器群组，可以包括上述类型的服务器中的一种或多种等等。
本实施例中，服务器1100可以如图1所示，包括处理器1110、存储器1120、接口装置1130、通信装置1140、显示装置1150、输入装置1160。
在该实施例中，服务器1100还可以包括扬声器、麦克风等等，在此不做限定。
处理器1110可以是专用的服务器处理器，也可以是满足性能要求的台式机处理器、移动版处理器等，在此不做限定。存储器1120例如包括ROM(只读存储器)、RAM(随机存取存储器)、诸如硬盘的非易失性存储器等。接口装置1130例如包括各种总线接口，例如串行总线接口(包括USB接口)、并行总线接口等。通信装置1140例如能够进行有线或无线通信。显示装置1150例如是液晶显示屏、LED显示屏触摸显示屏等。输入装置1160例如可以包括触摸屏、键盘等。
在该实施例中，服务器1100的存储器1120用于存储指令，该指令用于控制处理器1110进行操作以至少执行根据本发明任意实施例的交通控制方法。技术人员可以根据本发明所公开方案设计指令。指令如何控制处理器进行操作，这是本领域公知，故在此不再详细描述。
尽管在图1中示出了服务器1100的多个装置，但是，本发明可以仅涉及其中的部分装置，例如，服务器1100只涉及存储器1120和处理器1110。
在一个实施例中，电子设备1000可以是操作人员使用的PC机、笔记本电脑等终端设备1200，在此不做限定。
本实施例中，参照图2所示，终端设备1200可以包括处理器1210、存储器1220、接口装置1230、通信装置1240、显示装置1250、输入装置1260、扬声器1270、麦克风1280等等。
处理器1210可以是移动版处理器。存储器1220例如包括ROM(只读存储器)、RAM(随机存取存储器)、诸如硬盘的非易失性存储器等。接口装置1230例如包括USB接口、耳机接口等。通信装置1240例如能够进行有线或无线通信，通信装置1240可以包括短距离通信装置，例如是基于Hilink协议、WiFi(IEEE 802.11协议)、Mesh、蓝牙、ZigBee、Thread、Z-Wave、NFC、UWB、LiFi等短距离无线通信协议进行短距离无线通信的任意装置，通信装置1240也可以包括远程通信装置，例如是进行WLAN、GPRS、2G/3G/4G/5G远程通信的任意装置。显示装置1250例如是液晶显示屏、触摸显示屏等。 输入装置1260例如可以包括触摸屏、键盘等。用户可以通过扬声器1270和麦克风1280输入/输出语音信息。
在该实施例中，终端设备1200的存储器1220用于存储指令，该指令用于控制处理器1210进行操作以至少执行根据本发明任意实施例的交通控制方法。技术人员可以根据本发明所公开方案设计指令。指令如何控制处理器进行操作，这是本领域公知，故在此不再详细描述。
尽管在图2中示出了终端设备1200的多个装置，但是，本发明可以仅涉及其中的部分装置，例如，终端设备1200只涉及存储器1220和处理器1210和显示装置1250。
<方法实施例>
在本实施例中，提供一种交通控制方法。该交通控制方法可以是由电子设备实施。该电子设备可以是如图1所示的服务器1100或图2所示终端设备1200。
根据图3所示，本实施例的交通控制方法可以包括如下步骤S3100～S3500：
步骤S3100，获取预设区域内每一路口的配时信息。
其中，配时信息可以包括对应路口的信号周期时长、对应路口的信号相位、及对应路口的每一相位对应的绿灯时间和车流方向。
信号周期时长，包括信号灯发生变化，信号运行一个循环所需的时间，等于绿、黄、红灯时间之和；也等于全部相位所需的绿灯时间和黄灯时间(一般是固定的)的总和。在本实施例中，为保证预设区域内各路口之间相位差的恒定，可以选择设置预设区域内各路口的信号周期时长相等。
信号相位：本发明中的信号相位取业内公知的含义。例如,其可以包括，在一个信号周期内，具有相同的信号灯色显示的一股或几股交通流的信号状态序列称为一个信号相位。信号相位是按车流获得信号显示的时序来划分的，有多少种不同的时序排列，就有多少个相位。每一个控制状态，对应一组不同的灯色组合，称为一个相位。简而言之，一个相位也被称作一个控制状态。再例如，对于一组互不冲突的交通流同时获得通行权所对应的信号显示状态，可以将其称为信号相位。由此可见，信号相位是根据路口通行权在一个信号周期内的更迭来划分的。
在如图4所示的路口中，以十字交叉路口的四个延伸方向分别用A、C、B和D代表，十字交叉路口的交叉中心用O代表；所述十字交叉路口中相互垂直交叉的两条车道均是来回双行车道，其中一条车道是由A经过O直行向B或由B经过O直行向A的来回双行车道，另一条与其垂直的车道是由C经过O直行向D或由D经过O直行向C的 来回双行车道。
每个交叉路口有8个车辆行驶的车流方向，分别为：用数字1表示B驶向O处左转驶向D的车流方向；用数字2表示A经过O处直行驶向B的车流方向；用数字3表示D驶向O处左转驶向A的车流方向；用数字4表示C经过O处直行驶向D的车流方向；用数字5表示A驶向O处左转驶向C的车流方向；用数字6表示B经过O处直行驶向A的车流方向；用数字7表示C驶向O处直行驶向B的车流方向；用数字8表示D经过O处直行驶向C的车流方向。
上述8个车流方向分别对应8个相位，第1相位、第2相位、第3相位、第4相位、第5相位、第6相位、第7相位和第8相位分别与上述1、2、3、4、5、6、7和8对应。
本实施例中的绿灯时间，可以是实际绿灯时间，也可以是有效绿灯时间。
实际绿灯时间可以为绿灯开启至绿灯关闭所用的时间。
有效绿灯时间：包括被有效利用的实际车辆通行时间。它等于绿灯时间与黄灯时间之和减去损失时间。损失时间包括两部分，一是绿灯信号开启时，车辆启动时的时间；还有绿灯关闭、黄灯开启时，只有越过停止线的车辆才能继续通行，所以也有一部分损失时间，即为实际绿灯时间减去启动时间加速结束滞后时间。结束滞后时间是黄灯时间中有效利用的部分。每一相位的损失时间为启动延迟时间和结束滞后时间之差。
相位差：针对两个信号交叉路口而言，是指两个相邻交叉路口它们同一相位绿灯(或红灯)开始时间之差。
绝对相位差是指各个交叉路口主干道协调方向的信号绿灯(红灯)的起点或终点相对于某一个交叉路口(一般为关键交叉路口)主干道协调方向的信号绿灯(红灯)的起点或终点的时间之差。相对相位差是指相邻交叉路口主干道协调方向信号绿灯(红灯)的起点或终点之间的时间之差。相对相位差等于两个交叉路口绝对相位差之差。本实施例中提到的相位差可以是相对相位差。具体的，可以是每一路口相对于相邻的上游路口的相位差。
上述定义仅用于示例性描述本发明的具体实施方式，并不对发明保护范围进行限制性解释。
在本步骤S3100中，可以是从交通控制现场的终端设备获得每一路口的配时信息。具体的，可以是交通信号控制人员将每一路口的配时信息录入终端设备中，再由终端设备发送给执行本实施例的电子设备。也可以是交通信号控制人员将每一路口的配时信息直接录入执行本实施例的电子设备中。
步骤S3200，获取该预设区域内的每一路径对应的路口间相对信息。
在本实施例中，路口间相对信息包括对应路径中的每一上游路口到对应路径中的下游路口的交通时间。
具体的，对于路径的定义可以是一个路口序列、及该路口序列中的每一路口在这条路径上的转向。
对于本实施例中的上游路口和下游路口，是相对于对应路径的行驶方向而言的。每一路径上除了位于行驶方向上的最后一个路口以外的其他路口，均可以作为上游路口。对于任一上游路口，在对应路径的行驶方向上位于该上游路口之后的路口，即为该上游路口对路径中的下游路口。
例如，在如图5所示的预设区域中，包括路口1～路口13。路径1可以是：1直行-4右转-5直行-6左转-10直行-11直行。路径2可以是：11直行-10直行-6右转-5直行-4左转-1直行。路径3可以是：3直行-4左转-8右转-9直行-10左转-11直行。路径4可以是：11直行-10右转-9直行-8左转-4右转-3直行。
对于路径1上的路口，路口1、路口4、路口5、路口6、路口10均可以作为上游路口。在路口1作为上游路口的情况下，路口4、路口5、路口6、路口10、路口11均为上游路口1在路径1中的下游路口。在路口4作为上游路口的情况下，路口5、路口6、路口10、路口11均为上游路口4在路径1中的下游路口。在路口9而言作为上游路口的情况下，路口10和路口11为路口9在路径3中的下游路口；路口8、路口4、路口3为路口9在路径4中的下游路口。
在本步骤S3200中，可以是从交通控制现场的终端设备获得每一路径对应的路口间相对信息。具体的，可以是交通信号控制人员预先将每一路径中任意两个路口之间的距离录入终端设备中，再由执行本实施例的电子设备根据每一路径中任意两个路口之间的距离确定每一上游路口到对应路径中的下游路口的交通时间。也可以是交通信号控制人员将每一路径对应的路口间相对信息直接录入执行本实施例的电子设备中。
根据每一路径中任意两个路口之间的距离确定每一上游路口到对应路径中的下游路口的交通时间的步骤可以进一步包括：根据每一路径中任意两个路口之间的距离、及该路径中任意两个路口之间的行驶速度，确定每一上游路口到对应路径中的下游路口的交通时间。
在一个实施例中，每一路径中任意两个路口之间的行驶速度可以是预先设定的标准行驶速度，也可以是每一路径中该任意两个路口间的最大行驶速度，还可以是该任意两 个路口间的平均行驶速度。该平均行驶速度可以是根据该任意两个路口间的最大行驶速度和最小行驶速度的平均值。其中，最大行驶速度和/或最小行驶速度可以是根据实际路况中的限速情况设定的，可以预先标识在实际路径中的限速牌上。
在一个实施例中，每一上游路口到对应路径中的下游路口的交通时间，还可以是从每一路径的历史车辆行驶轨迹中提取的。
具体的，可以是从每一路径的历史车辆行驶轨迹中提取设定周期内每个设定时间段内每一上游路口到对应路径中的下游路口的车辆行驶轨迹。设定周期可以是根据具体应用场景或者应用需求设置，例如，可以设置为1个月。设定时间段可以是根据具体应用场景或者应用需求设置，例如，可以设置为每周一的7-9点。
进一步地，可以从提取到的每一上游路口到对应路径中的下游路口的车辆行驶轨迹中筛选出没有出现停车的车辆行驶轨迹，作为每一上游路口到对应路径中的每一下游路口的备选行驶轨迹。根据每一上游路口到对应路径中的每一下游路口的备选行驶轨迹，可以确定每一上游路口到对应路径中的每一下游路口的备选行驶轨迹对应的行驶时间。
可以是选取每一上游路口到对应路径中每一下游路口的行驶时间最短的设定数量个行驶时间，作为每一上游路口到对应路径中每一下游路口的备选行驶时间。并计算每一上游路口到对应路径中每一下游路口的备选行驶时间的平均值，作为每一上游路口到对应路径中每一下游路口的交通时间。设定数量可以是根据具体应用场景或者应用需求设置，例如，可以设置为10个。
还可以是选取每一上游路口到对应路径中每一下游路口的行驶时间最短的设定百分比的行驶时间，作为每一上游路口到对应路径中每一下游路口的备选行驶时间。并计算每一上游路口到对应路径中每一下游路口的备选行驶时间的平均值，作为每一上游路口到对应路径中每一下游路口的交通时间。该设定百分比可以是根据具体应用场景或者应用需求设置，例如，可以设置为15％。
步骤S3300，获取设定周期内经过每一路径的车流量。
在一个实施例中，可以是提取该预设区域在设定周期的每个设定时间段内的地图轨迹数据，以根据地图轨迹数据获取设定周期的每个设定时间段内经过每一路径的车流量。其中，地图轨迹数据可以是反映在地图中的车辆行驶轨迹的数据。
还可以是获取预设区域内的摄像头在设定周期的每个设定时间段内采集的图像，以从获取的图像中获取设定周期的每个设定时间段内经过每一路径的车流量。
在本实施例中，设定周期可以是根据具体应用场景或者应用需求设置，例如，可以 设置为1个月。设定时间段可以是根据具体应用场景或者应用需求设置，例如，可以设置为每周一的7-9点。
步骤S3400，根据每一路径的路口间相对信息、每一路口的配时信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差。
具体的，可以是根据预设区域内每一路径中每一上游路口到对应路径中的下游路口的交通时间、每一路口的信号周期时长、信号相位、每一相位对应的绿灯时间和车流方向、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差。
在预设区域内包括路口1～路口n的情况下，每一路口在每一相位的目标相位差可以包括：路口1在对应路口1的每一相位的目标相位差、路口2在对应路口2的每一相位的相位差、……、路口n在对应路口n的每一相位的相位差。
在一个实施例中，该步骤S3400可以进一步包括如图6所示的步骤S3410～S3420：
步骤S3410，根据每一路径的路口间相对信息、及每一路口的配时信息，确定每一路口在每一相位的相位差和对应路径的绿波宽度之间的第一映射函数。
绿波宽度是指预设区域内任一路径上行驶的汽车，可以不停车连续通过该路径上的多个路口的时间窗宽度。
该第一映射函数F1(offset x,i,j)的自变量即为路径x上的路口i在相位j的相位差offset x,i,j，因变量F1(offset x,i,j)即为由路径x上的所有路口在每一相位的相位差offset x,i,j决定的路径x的绿波宽度GWHW x。其中，offset x,i,j表示路径x上的第i个路口在相位j的相位差，在路径x上包括n个路口的情况下，i∈[1,n]。在i＝1的情况下，offset x,1,j表示路径x上的起始路口在相位j的相位差。
根据预设区域内每一路径中每一上游路口到对应路径中的下游路口的交通时间、每一路口的信号周期时长、及每一相位对应的绿灯时间，就可以每一路口在每一相位的相位差和对应路径的绿波宽度之间的第一映射函数F1(offset x,i,j)。
在一个实施例中，该步骤S3410可以进一步包括如图7所示的步骤S3411～S3413：
步骤S3411，根据每一路径的路口间相对信息、每一路口的配时信息，得到每一路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间、与每一路口在每一相位的相位差之间的第二映射函数。
在预设区域内包括路径1～路径m的情况下，每一路径中每一上游路口的每一相位 到对应的下游路口的每一相位的绿波剩余时间可以包括：路径1中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间、路径2中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间、……、路径m中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间。
在路径x(x∈[1,m])包括路口1～路口n的情况下，对于上游路口1，对应路径x的下游路口包括路口2～路口n，那么，路径x中的上游路口1的每一相位到对应的下游路口的每一相位的绿波剩余时间可以包括：路口1的每一相位到路口2的每一相位的绿波剩余时间、路口1的每一相位到路口3的每一相位的绿波剩余时间、……、路口1的每一相位到路口n的每一相位的绿波剩余时间。
该第二映射函数F2(offset x,i,j)的自变量即为路径x上的路口i在相位j的相位差offset x,i,j，因变量F2(offset x,i,j)即为路径x中上游路口i的相位j到路径x中的下游路口k的相位m的绿波剩余时间split_time (x,i,j)→(x,k,m)。
在本发明的实施例中，在路口i为上游路口的情况下，i取值可以是i∈[1,n-1]。其中，k∈[i+1,n]。
在一个实施例中，该步骤S3411可以进一步包括如下步骤S3411-1～S3411-3：
步骤S3411-1，根据每一路口的每一相位对应的绿灯时间，确定每一路口的绿信比时间窗、与每一路口在每一相位的相位差之间的第四映射函数。
该第四映射函数F4(offset x,i,j)的自变量即为路径x上的路口i在相位j的相位差offset x,i,j，因变量F4(offset x,i,j)即为由路径x上的路口i在相位j的相位差offset x,i,j决定的路径x上路口i的绿信比时间窗。
具体的，第四映射函数F4(offset x,i,j)可以为：
F4(offset x,i,j)＝[t x,i,j,start,t x,i,j,end]＝[offset x,i,j,offset x,i,j+split_time x,i,j]
其中，t x,i,j,start表示路径x上路口i在相位j的绿灯启亮时刻，等于路径x上路口i在相位j的相位差offset x,i,j。t x,i,j,end表示路径x上路口i在相位j的绿灯结束时刻。split_time x,i,j表示路径x上路口i在相位j的绿灯时间。
步骤S3411-2，根据每一上游路口到对应路径中的下游路口的交通时间、及每一路径 上的每一路口的周期，确定每一路口的绿信比时间窗、与每一路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第五映射函数。
该第五映射函数F5[F4(offset x,i,j)]的自变量即为路径x上路口i的绿信比时间窗F4(offset x,i,j)，因变量F5[F4(offset x,i,j)]即为路径x中上游路口i的相位j到路径x中的下游路口k的相位m的绿波剩余时间split_time (x,i,j)→(x,k,m)。
具体的，第五映射函数F5[F4(offset x,i,j)]可以为：
Figure PCTCN2020070415-appb-000001
Figure PCTCN2020070415-appb-000002
Figure PCTCN2020070415-appb-000003
其中，travel_time x,i,k为上游路口i沿着路径x到下游路口k的交通行时间；cycle cor为信号周期时长。
步骤S3411-3，根据第四映射函数和第五映射函数，得到第二映射函数。
具体的，可以是将路径x上路口i的绿信比时间窗F4(offset x,i,j)代入路径x中上游路口i的相位j到路径x中的下游路口k的相位m的绿波剩余时间F5[F4(offset x,i,j)]中，就可以得到路径x中上游路口i的相位j到路径x中的下游路口k的相位m的绿波剩余时间split_time (x,i,j)→(x,k,m)、与路径x上的路口i在相位j的相位差offset x,i,j之间的第二映射函数F2(offset x,i,j)。
步骤S3412，根据每一路径中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间与每一路口的每一相位对应的绿灯时间，得到每一路径的绿波宽度、与对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第三映射函数。
该第三映射函数F3[split_time (x,i,j)→(x,k,m)]的自变量即为路径x中上游路口i的相位j到路径x中的下游路口k的相位m的绿波剩余时间split_time (x,i,j)→(x,k,m)，因变量F3[split_time (x,i,j)→(x,k,m)]即为路径x的绿波宽度。
在一个实施例中，该步骤S3412可以进一步包括如下步骤S3412-1～S3412-2：
步骤S3412-1，确定每一路径中每一上游路口的每一相位分别到对应的下游路口的每一相位的绿波剩余时间、与对应路口的对应相位的绿灯时间之间的比值的和，得到每一路径的绿波宽度。
每一路径的绿波宽度的计算公式可以为：
Figure PCTCN2020070415-appb-000004
其中，GWHW x为路径x的绿波宽度，split_time (x,i,j)→(x,k,m)为路径x中上游路口i的相位j到路径x中的下游路口k的相位m的绿波剩余时间，split_time i,j为路口i的相位j的绿灯时间。
步骤S3412-2，根据每一路径的绿波宽度、及对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间，得到第三映射函数。
具体的，第三映射函数F3[split_time (x,i,j)→(x,k,m)]可以为：
Figure PCTCN2020070415-appb-000005
在另一个实施例中，该交通控制方法还可以包括：
根据每一路径的车流量、及每一相位对应的车流方向，确定每一路径的每一路口在每一相位的车流量，以还根据每一路径的每一路口在每一相位的车流量得到第三映射函数。
具体的，每一路径上每一路口在每一相位的车流量可以为β x,i,j。还根据每一路径上每一路口在每一相位的车流量得到第三映射函数的方式可以为：
Figure PCTCN2020070415-appb-000006
其中，β x,i,j为路径x上路口i在相位j的情况下的车流量，vol x为经过路径x的车流量。
步骤S3413，根据第二映射函数、及第三映射函数，得到第一映射函数。
根据第二映射函数F2(offset x,i,p)中路径x上的路口i在相位j的相位差offset x,i,j、与路径x中上游路口i的相位j到路径x中的下游路口k的相位m的绿波剩余时间split_time (x,i,j)→(x,k,m)之间的映射关系，及第三映射函数F3[split_time (x,i,j)→(x,k,m)]中路径x的绿波宽度GWHW x、与路径x中上游路口i的相位j到路径x中的下游路口k的相位m的绿波剩余时间split_time (x,i,j)→(x,k,m)之间的映射关系，就可以确定路径x上的路口i在相位j的相位差offset x,i,j与路径x的绿波宽度GWHW x之间的映射关系，即可以得到第一映射函数F1(offset x,i,j)。
步骤S3420，根据第一映射函数、每一路径上的车流量、每一路径的绿波宽度，确定每一路口在每一相位的目标相位差。
在一个实施例中，该步骤S3420可以进一步为：
根据第一映射函数，确定在每一路径上的车流量对对应路径的绿波宽度进行加和求和得到的值最大的情况下，对应每一路口在每一相位的相位差，作为每一路口在每一相位的目标相位差。
具体的，在每一路径上的车流量对对应路径的绿波宽度进行加和求和得到的目标值GOAL的计算方式可以为：
Figure PCTCN2020070415-appb-000007
或者，
Figure PCTCN2020070415-appb-000008
在目标值GOAL最大的情况下，可以得到每一路口在每一相位的相位差。
将路口按相邻关系排序(1，…，n)。以5s步长,修改路口i和路口i+1间的相对相位差，相对相位差的取值范围[0,cycle cor-1]。保持其他路口间相对相位差不变，计算目标值GOAL。遍历i从1到n-1，取目标方程值最大的情况下每一路口在每一相位的相位 差的解，作为每一路口在每一相位的目标相位差。重复该步骤直到目标值GOAL不再增长。
在一个实施例中，为了避免中间路口重复计算的问题，还可以是仅计算在i＝1的情况下，每一路径上的车流量对对应路径的绿波宽度进行加和求和得到的目标值GOAL的计算方式可以为：
Figure PCTCN2020070415-appb-000009
或者，
Figure PCTCN2020070415-appb-000010
在目标值GOAL最大的情况下，可以得到每一路口在每一相位的相位差。
将路口按相邻关系排序(1，…，n)。以5s步长,修改路径x上的起始路口和路口k间的相对相位差，相对相位差的取值范围[0,cycle cor-1]。保持其他路口间相对相位差不变，计算目标值GOAL。遍历k从2到n，取目标方程值最大的情况下每一路口在每一相位的相位差的解，作为每一路口在每一相位的目标相位差。重复该步骤直到目标值GOAL不再增长。
步骤S3500，根据每一路口在每一相位的目标相位差对预设区域进行交通控制。
具体的，可以是将每一路口在每一相位的相位差设置为对应的目标相位差，以对预设区域进行交通控制。
在本实施例中，通过根据预设区域内每一路口的配时信息、每一路径对应的路口间相对信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差，并根据每一路口在每一相位的目标相位差对预设区域进行交通控制。这样，对于任意路网结构的预设区域，通过综合考虑预设区域内的所有路口、每一路口的所有车流方向、及经过每一路径的车流量，可以使得得到的预设区域内的每一路口在每一相位的目标相位差为全局优化的相位差。此外，还使得该预设区域内任意路径上的车辆都可以享受到不停车连续通过该预设区域内的多个路口的绿波效果。
<例子>
图8为一个例子的交通控制方法，其可以包括如下步骤：
步骤S8100，获取预设区域内每一路口的配时信息。
步骤S8200，获取该预设区域内的每一路径对应的路口间相对信息。
步骤S8300，获取设定周期内经过每一路径的车流量。
步骤S8410，根据每一路径的路口间相对信息、及每一路口的配时信息，确定每一路口在每一相位的相位差和对应路径的绿波宽度之间的第一映射函数。
步骤S8420，根据第一映射函数、每一路径上的车流量、每一路径的绿波宽度，确定每一路口在每一相位的目标相位差。
步骤S8500，根据每一路口在每一相位的目标相位差对预设区域进行交通控制。
该例子中，如图9所示，该步骤S8410可以进一步包括如图9所示的步骤S8411～S8413：
步骤S8411，根据每一路径的路口间相对信息、每一路口的配时信息，得到每一路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间、与每一路口在每一相位的相位差之间的第二映射函数。
步骤S8412，根据每一路径中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间与每一路口的每一相位对应的绿灯时间，得到每一路径的绿波宽度、与对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第三映射函数。
步骤S8413，根据第二映射函数、及第三映射函数，得到第一映射函数。
<装置实施例>
在本实施例中，提供一种交通控制装置4000，如图10所示，包括：配时信息获取模块4100、相对信息获取模块4200、车流量获取模块4300、相位差确定模块4400和交通控制模块4500。该配时信息获取模块4100用于获取预设区域内每一路口的配时信息；其中，配时信息包括对应路口的信号周期时长、及每一相位对应的绿灯时间和车流方向；该相对信息获取模块4200用于获取预设区域内的每一路径对应的路口间相对信息，其中，路口间相对信息包括对应路径中每一上游路口到对应路径中的下游路口的交通时间；该车流量获取模块4300用于获取设定周期内经过每一路径的车流量；该相位差确定模块4400用于根据每一路径的路口间相对信息、每一路口的配时信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差；该交通控制模块4500用于根据每一路口在每一相位的目标相位差对预设区域进行交通控制。
在一个实施例中，如图11所示，该相位差确定模块4400还可以包括：函数确定单元4410和相位差确定单元4420。该函数确定单元4410用于根据每一路径的路口间相对信息、及每一路口的配时信息，确定每一路口在每一相位的相位差和对应路径的绿波宽 度之间的第一映射函数；该相位差确定单元4420用于根据第一映射函数、每一路径上的车流量、每一路径的绿波宽度，确定每一路口在每一相位的目标相位差。
在本实施例中，该函数确定单元4410还用于：
根据每一路径的路口间相对信息、每一路口的配时信息，得到每一路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间、与每一路口在每一相位的相位差之间的第二映射函数；
根据每一路径中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间与每一路口的每一相位对应的绿灯时间，得到每一路径的绿波宽度、与对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第三映射函数；
根据第二映射函数、及第三映射函数，得到第一映射函数。
在本实施例中，根据每一路径的路口间相对信息、每一路口的配时信息，得到每一路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间、与每一路口在每一相位的相位差之间的第二映射函数的步骤还包括：
根据每一路口的每一相位对应的绿灯时间，确定每一路口的绿信比时间窗、与每一路口在每一相位的相位差之间的第四映射函数；
根据每一上游路口到对应路径中的下游路口的交通时间、及每一路径上的每一路口的周期，确定每一路口的绿信比时间窗、与每一路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第五映射函数；
根据第四映射函数和第五映射函数，得到第二映射函数。
在本实施例中，根据每一路径中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间与每一路口的每一相位对应的绿灯时间，得到每一路径的绿波宽度、与对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第三映射函数的步骤包括：
确定每一路径中每一上游路口的每一相位分别到对应的下游路口的每一相位的绿波剩余时间、与对应路口的对应相位的绿灯时间之间的比值的和，得到每一路径的绿波宽度；
根据每一路径的绿波宽度、及对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间，得到第三映射函数。
在本实施例中，根据第一映射函数、每一路径上的车流量、每一路径的绿波宽度， 确定每一路口在每一相位的目标相位差的步骤包括：
根据每一路径的车流量、及每一相位对应的车流方向，确定每一路径上每一路口在每一相位的车流量；以还根据每一路径上每一路口在每一相位的车流量得到第三映射函数。
在本实施例中，该相位差确定单元4420还用于：
根据第一映射函数，确定在每一路径上的车流量对对应路径的绿波宽度进行加和求和得到的值最大的情况下，对应每一路口在每一相位的相位差，作为每一路口在每一相位的目标相位差。
在一个实施例中，该车流量获取模块4300还用于：
获取预设区域在设定周期内的地图轨迹数据，以根据地图轨迹数据获取设定周期内经过每一路径的车流量；或者，
获取预设区域内的摄像头在设定周期内采集的图像，以从图像中获取设定周期内经过每一路径的车流量。
本领域技术人员应当明白，可以通过各种方式来实现交通控制装置4000。例如，可以通过指令配置处理器来实现交通控制装置4000。例如，可以将指令存储在ROM中，并且当启动设备时，将指令从ROM读取到可编程器件中来实现交通控制装置4000。例如，可以将交通控制装置4000固化到专用器件(例如ASIC)中。可以将交通控制装置4000分成相互独立的单元，或者可以将它们合并在一起实现。交通控制装置4000可以通过上述各种实现方式中的一种来实现，或者可以通过上述各种实现方式中的两种或更多种方式的组合来实现。
在本实施例中，交通控制装置4000可以具有多种实现形式，例如，交通控制装置4000可以是任何的提供交通控制服务的软件产品或者应用程序中运行的功能模块，或者是这些软件产品或者应用程序的外设嵌入件、插件、补丁件等，还可以是这些软件产品或者应用程序本身。
<电子设备>
在本实施例中，还提供一种电子设备1000。该电子设备1000可以是图1所示的服务器1100，也可以是如图2所示的终端设备1200。
在一方面，如图12所示，该电子设备1000可以包括前述的交通控制装置4000，用于实施本发明任意实施例的交通控制方法。
在另一方面，如图13所示，电子设备1000还可以包括处理器1300和存储器1400， 该存储器1400用于存储可执行的指令；该处理器1300用于根据指令的控制运行电子设备1000执行根据本发明任意实施例的交通控制方法。
<计算机可读存储介质>
在本实施例中，还提供一种计算机可读存储介质，其上存储有计算机程序，计算机程序在被处理器执行时实现如本发明任意实施例的交通控制方法。
本发明可以是系统、方法和/或计算机程序产品。计算机程序产品可以包括计算机可读存储介质，其上载有用于使处理器实现本发明的各个方面的计算机可读程序指令。
计算机可读存储介质可以是可以保持和存储由指令执行设备使用的指令的有形设备。计算机可读存储介质例如可以是――但不限于――电存储设备、磁存储设备、光存储设备、电磁存储设备、半导体存储设备或者上述的任意合适的组合。计算机可读存储介质的更具体的例子(非穷举的列表)包括：便携式计算机盘、硬盘、随机存取存储器(RAM)、只读存储器(ROM)、可擦式可编程只读存储器(EPROM或闪存)、静态随机存取存储器(SRAM)、便携式压缩盘只读存储器(CD-ROM)、数字多功能盘(DVD)、记忆棒、软盘、机械编码设备、例如其上存储有指令的打孔卡或凹槽内凸起结构、以及上述的任意合适的组合。这里所使用的计算机可读存储介质不被解释为瞬时信号本身，诸如无线电波或者其他自由传播的电磁波、通过波导或其他传输媒介传播的电磁波(例如，通过光纤电缆的光脉冲)、或者通过电线传输的电信号。
这里所描述的计算机可读程序指令可以从计算机可读存储介质下载到各个计算/处理设备，或者通过网络、例如因特网、局域网、广域网和/或无线网下载到外部计算机或外部存储设备。网络可以包括铜传输电缆、光纤传输、无线传输、路由器、防火墙、交换机、网关计算机和/或边缘服务器。每个计算/处理设备中的网络适配卡或者网络接口从网络接收计算机可读程序指令，并转发该计算机可读程序指令，以供存储在各个计算/处理设备中的计算机可读存储介质中。
用于执行本发明操作的计算机程序指令可以是汇编指令、指令集架构(ISA)指令、机器指令、机器相关指令、微代码、固件指令、状态设置数据、或者以一种或多种编程语言的任意组合编写的源代码或目标代码，所述编程语言包括面向对象的编程语言—诸如Smalltalk、C++等，以及常规的过程式编程语言—诸如“C”语言或类似的编程语言。计算机可读程序指令可以完全地在用户计算机上执行、部分地在用户计算机上执行、作为一个独立的软件包执行、部分在用户计算机上部分在远程计算机上执行、或者完全在远程计算机或服务器上执行。在涉及远程计算机的情形中，远程计算机可以通过任意种 类的网络—包括局域网(LAN)或广域网(WAN)—连接到用户计算机，或者，可以连接到外部计算机(例如利用因特网服务提供商来通过因特网连接)。在一些实施例中，通过利用计算机可读程序指令的状态信息来个性化定制电子电路，例如可编程逻辑电路、现场可编程门阵列(FPGA)或可编程逻辑阵列(PLA)，该电子电路可以执行计算机可读程序指令，从而实现本发明的各个方面。
这里参照根据本发明实施例的方法、装置(系统)和计算机程序产品的流程图和/或框图描述了本发明的各个方面。应当理解，流程图和/或框图的每个方框以及流程图和/或框图中各方框的组合，都可以由计算机可读程序指令实现。
这些计算机可读程序指令可以提供给通用计算机、专用计算机或其它可编程数据处理装置的处理器，从而生产出一种机器，使得这些指令在通过计算机或其它可编程数据处理装置的处理器执行时，产生了实现流程图和/或框图中的一个或多个方框中规定的功能/动作的装置。也可以把这些计算机可读程序指令存储在计算机可读存储介质中，这些指令使得计算机、可编程数据处理装置和/或其他设备以特定方式工作，从而，存储有指令的计算机可读介质则包括一个制造品，其包括实现流程图和/或框图中的一个或多个方框中规定的功能/动作的各个方面的指令。
也可以把计算机可读程序指令加载到计算机、其它可编程数据处理装置、或其它设备上，使得在计算机、其它可编程数据处理装置或其它设备上执行一系列操作步骤，以产生计算机实现的过程，从而使得在计算机、其它可编程数据处理装置、或其它设备上执行的指令实现流程图和/或框图中的一个或多个方框中规定的功能/动作。
附图中的流程图和框图显示了根据本发明的多个实施例的系统、方法和计算机程序产品的可能实现的体系架构、功能和操作。在这点上，流程图或框图中的每个方框可以代表一个模块、程序段或指令的一部分，所述模块、程序段或指令的一部分包含一个或多个用于实现规定的逻辑功能的可执行指令。在有些作为替换的实现中，方框中所标注的功能也可以以不同于附图中所标注的顺序发生。例如，两个连续的方框实际上可以基本并行地执行，它们有时也可以按相反的顺序执行，这依所涉及的功能而定。也要注意的是，框图和/或流程图中的每个方框、以及框图和/或流程图中的方框的组合，可以用执行规定的功能或动作的专用的基于硬件的系统来实现，或者可以用专用硬件与计算机指令的组合来实现。对于本领域技术人员来说公知的是，通过硬件方式实现、通过软件方式实现以及通过软件和硬件结合的方式实现都是等价的。
以上已经描述了本发明的各实施例，上述说明是示例性的，并非穷尽性的，并且也 不限于所披露的各实施例。在不偏离所说明的各实施例的范围和精神的情况下，对于本技术领域的普通技术人员来说许多修改和变更都是显而易见的。本文中所用术语的选择，旨在最好地解释各实施例的原理、实际应用或对市场中的技术改进，或者使本技术领域的其它普通技术人员能理解本文披露的各实施例。本发明的范围由所附权利要求来限定。

Claims (11)

  1. 一种交通控制方法，其中，包括：
    获取预设区域内每一路口的配时信息；其中，所述配时信息包括对应路口的信号周期时长、对应路口每一相位对应的绿灯时间和车流方向；
    获取所述预设区域内的每一路径对应的路口间相对信息，其中，所述路口间相对信息包括对应路径中每一上游路口到对应路径中的下游路口的交通时间；
    获取设定周期内经过每一路径的车流量；
    根据每一路径的路口间相对信息、每一路口的配时信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差；
    根据每一路口在每一相位的目标相位差对所述预设区域进行交通控制。
  2. 根据权利要求1所述的交通控制方法，其中，所述根据每一路径的路口间相对信息、每一路口的配时信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差的步骤包括：
    根据每一路径的路口间相对信息、及每一路口的配时信息，确定每一路口在每一相位的相位差和对应路径的绿波宽度之间的第一映射函数；
    根据所述第一映射函数、每一路径上的车流量、每一路径的绿波宽度，确定每一路口在每一相位的目标相位差。
  3. 根据权利要求2所述的交通控制方法，其中，所述根据每一路径的路口间相对信息、及每一路口的配时信息，确定每一路口在每一相位的相位差和对应路径的绿波宽度之间的第一映射函数的步骤包括：
    根据每一路径的路口间相对信息、每一路口的配时信息，得到每一路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间、与每一路口在每一相位的相位差之间的第二映射函数；
    根据每一路径中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间与每一路口的每一相位对应的绿灯时间，得到每一路径的绿波宽度、与对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第三映射函数；
    根据所述第二映射函数、及所述第三映射函数，得到所述第一映射函数。
  4. 根据权利要求3所述的交通控制方法，其中，所述根据每一路径的路口间相对信息、每一路口的配时信息，得到每一路径中每一上游路口的每一相位到对应的下游路口 的每一相位的绿波剩余时间、与每一路口在每一相位的相位差之间的第二映射函数的步骤包括：
    根据每一路口的每一相位对应的绿灯时间，确定每一路口的绿信比时间窗、与每一路口在每一相位的相位差之间的第四映射函数；
    根据每一上游路口到对应路径中的下游路口的交通时间、及每一路径上的每一路口的周期，确定每一路口的绿信比时间窗、与每一路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第五映射函数；
    根据所述第四映射函数和所述第五映射函数，得到所述第二映射函数。
  5. 根据权利要求3所述的交通控制方法，其中，所述根据每一路径中的每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间与每一路口的每一相位对应的绿灯时间，得到每一路径的绿波宽度、与对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间之间的第三映射函数的步骤包括：
    确定每一路径中每一上游路口的每一相位分别到对应的下游路口的每一相位的绿波剩余时间、与对应路口的对应相位的绿灯时间之间的比值的和，得到每一路径的绿波宽度；
    根据每一路径的绿波宽度、及对应路径中每一上游路口的每一相位到对应的下游路口的每一相位的绿波剩余时间，得到所述第三映射函数。
  6. 根据权利要求5所述的交通控制方法，其中，所述根据所述第一映射函数、每一路径上的车流量、每一路径的绿波宽度，确定每一路口在每一相位的目标相位差的步骤包括：
    根据每一路径的车流量、及每一相位对应的车流方向，确定每一路径上每一路口在每一相位的车流量；以还根据每一路径上每一路口在每一相位的车流量得到所述第三映射函数。
  7. 根据权利要求2所述的交通控制方法，其中，所述根据所述第一映射函数、每一路径上的车流量、每一路径的绿波宽度，确定每一路口在每一相位的目标相位差的步骤包括：
    根据所述第一映射函数，确定在每一路径上的车流量对对应路径的绿波宽度进行加和求和得到的值最大的情况下，对应每一路口在每一相位的相位差，作为每一路口在每一相位的目标相位差。
  8. 根据权利要求1所述的交通控制方法，其中，所述获取设定周期内经过每一路径 的车流量的步骤包括：
    获取所述预设区域在设定周期内的地图轨迹数据，以根据所述地图轨迹数据获取设定周期内经过每一路径的车流量；或者，
    获取所述预设区域内的摄像头在设定周期内采集的图像，以从所述图像中获取设定周期内经过每一路径的车流量。
  9. 一种交通控制装置，其中，包括：
    配时信息获取模块，用于获取预设区域内每一路口的配时信息；其中，所述配时信息包括对应路口的信号周期时长、及每一相位对应的绿灯时间和车流方向；
    相对信息获取模块，用于获取所述预设区域内的每一路径对应的路口间相对信息，其中，所述路口间相对信息包括对应路径中每一上游路口到对应路径中的下游路口的交通时间；
    车流量获取模块，用于获取设定周期内经过每一路径的车流量；
    相位差确定模块，用于根据每一路径的路口间相对信息、每一路口的配时信息、及经过每一路径的车流量，获得每一路口在每一相位的目标相位差；
    交通控制模块，用于根据每一路口在每一相位的目标相位差对所述预设区域进行交通控制。
  10. 一种电子设备，其中，包括根据权利要求9所述的交通控制装置；或者，包括处理器和存储器，所述存储器用于存储可执行的指令，所述指令用于使得所述处理器执行根据权利要求1至8中任一项所述的交通控制方法。
  11. 一种计算机可读存储介质，其上存储有计算机程序，所述计算机程序在被处理器执行时实现如权利要求1至8中任一项所述的交通控制方法。
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