WO2021208480A1 - 一种信控交叉口信号时序控制方法及优化方法 - Google Patents

一种信控交叉口信号时序控制方法及优化方法 Download PDF

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WO2021208480A1
WO2021208480A1 PCT/CN2020/138034 CN2020138034W WO2021208480A1 WO 2021208480 A1 WO2021208480 A1 WO 2021208480A1 CN 2020138034 W CN2020138034 W CN 2020138034W WO 2021208480 A1 WO2021208480 A1 WO 2021208480A1
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cost
signal
safety
efficiency
pedestrians
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French (fr)
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马万经
陈奔玮
王玲
俞春辉
马晓龙
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同济大学
青岛海信网络科技股份有限公司
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G—PHYSICS
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/005—Traffic control systems for road vehicles including pedestrian guidance indicator
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/07—Controlling traffic signals

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  • the invention relates to the field of traffic design and traffic control, in particular to a signal timing control method and an optimization method for signal-controlled intersections.
  • the first type sets an exclusive pedestrian phase (EPP), which allows pedestrians in all directions (including diagonals) to pass and prohibits vehicles from passing.
  • EPP exclusive pedestrian phase
  • TWC two-way crossing
  • the two modes have their own advantages and disadvantages in terms of efficiency and safety.
  • the choice of pedestrian phase mode is usually based on engineering judgment, and the research on quantitative standards is limited.
  • the pedestrian delay in the two modes is not modeled, and the coordination between pedestrian delay and vehicle delay is not considered. The control methods obtained in these situations have led to insufficient safety and low efficiency at the intersection.
  • the purpose of the present invention is to provide a signal timing control method and optimization method for signal control intersections in order to overcome the above-mentioned defects in the prior art.
  • a signal timing control method for signal-controlled intersections comprising the following steps:
  • Step S1 Obtain effective data of the target signalized intersection
  • Step S2 Use valid data to establish a safety cost-efficiency cost model related to the exclusive pedestrian phase or the two-way traffic phase;
  • Step S3 Construct an objective function with the goal of minimizing the total cost of efficiency and safety of signalized intersections, solve the safety cost-efficiency cost model, and obtain signal timing of signalized intersections;
  • Step S4 Use the signal timing of the signalized intersection to control the signalized intersection.
  • the effective data includes the geometric conditions, signal schemes and historical traffic demand of the target signalized intersection.
  • the safety cost-efficiency cost model includes safety cost and efficiency cost.
  • the safety cost when all pedestrians obey the traffic signal is:
  • n i is the number of the counterclockwise direction adjacent
  • k i a number in the diagonal direction
  • C A is the unit cost of accidents
  • ⁇ is the signal pattern
  • the efficiency cost includes pedestrian efficiency cost and vehicle efficiency cost, and the pedestrian efficiency cost for:
  • ⁇ ij is the proportion of pedestrians from direction i to direction j in direction i
  • C p is the unit pedestrian delay cost
  • C v is the unit vehicle delay cost
  • Is the vehicle demand in direction i
  • the vehicle is delayed in direction i.
  • the objective function is:
  • the constraint conditions for solving the safety cost-efficiency cost model are:
  • C min is the minimum period length
  • C max is the maximum period length
  • C is the period length
  • Is the minimum green time for pedestrian phase in direction i Is the direction in which pedestrians can pass when phase x
  • g x is the green light time of phase x
  • Is the minimum green time of the vehicle phase in direction i Is the direction in which the vehicle can pass when phase x
  • I x is the green light interval time of phase x
  • Is the passing time of the vehicle in direction i Pedestrian passing time for direction i.
  • ⁇ ij is the proportion of vehicles in the direction i from the direction i to the direction j, Is the vehicle demand in the counterclockwise direction i, and ⁇ A is the correction term;
  • Pedestrians only need to walk in opposite directions, for:
  • the signal is delayed when the diagonal is needed.
  • the safety cost-efficiency cost model does not consider the distribution of pedestrians and other random characteristics, and only considers the time when the street green light is passed as the effective pedestrian green light.
  • a signal timing optimization method for signal-controlled intersections includes the following steps:
  • Step S1 Obtain effective data of the target signalized intersection
  • Step S2 Use valid data to establish a safety cost-efficiency cost model related to the exclusive pedestrian phase or the two-way traffic phase;
  • Step S3 Construct an objective function with the goal of minimizing the total cost of efficiency and safety at signalized intersections, solve the safety cost-efficiency cost model, and obtain optimized signal timing of signalized intersections.
  • the present invention has the following advantages:
  • Figure 1 is a flow chart of the present invention
  • FIG. 2 is a schematic diagram of a TWC mode intersection
  • Figure 3 is a schematic diagram of an EPP mode intersection
  • Figure 4 is a schematic diagram of the conflict between vehicles and pedestrians in TWC mode
  • Figure 5 is a diagram of the intersection space
  • Figure 6 shows the optimal signal timing after optimization in TWC and EPP modes
  • Figure 7 shows the impact of pedestrian and vehicle traffic on the performance of TWC and EPP modes
  • Figure 8 shows the influence of pedestrian traffic volume and turning ratio on the performance of TWC and EPP modes
  • Figure 9 shows the impact of unit cost on the performance difference between TWC and EPP modes.
  • FIG. 1 is a flowchart of the optimization method, which includes the following steps:
  • the present invention refers to an event in which two road users (pedestrians or vehicles) collide when the road, speed, or both remain unchanged, as a traffic conflict, and conducts traffic safety analysis based on the event.
  • the present invention performs pedestrian safety analysis based on the traffic exposure, and the traffic exposure is the square root of the product of the number of pedestrians per hour and the number of vehicles that may be in conflict per hour.
  • the traffic exposure is the square root of the product of the number of pedestrians per hour and the number of vehicles that may be in conflict per hour.
  • EPP mode because there is a dedicated phase for pedestrians, the exposure is zero.
  • the number of potential accidents in TWC mode is calculated as follows:
  • Pedestrians entering the intersection after the signal light flashes are not observing the traffic signal, and not all pedestrians need additional safety costs when observing the traffic signal.
  • a binary choice Logit model is established for whether pedestrians obey traffic signals. On this basis, calculate the additional safety costs caused by non-compliance with traffic signals:
  • C A is the unit cost of accidents.
  • the delay in the pedestrian delay model of the TWC model consists of three parts: signal delay, conflict delay and detour delay.
  • ⁇ i is the average turning traffic flow rate
  • t is the interval time
  • the total delay for pedestrians who need to reach the diagonal is calculated as:
  • the signal is delayed when the diagonal is needed.
  • the objective function is:
  • Constraint (18) represents that the period length needs to be between the minimum and maximum values. Constraints (19) and (20) represent that the green light time of each stage needs to be greater than the minimum green light time. Constraint (21) represents that the total time of the green light and the interval needs to be equal to the period length. Constraints (22) and (23) specify the travel time requirements for vehicles and pedestrians.
  • the solution process is a nonlinear programming model, and the objective function and constraints are both nonlinear. It is difficult to use traditional nonlinear programming methods, so heuristic algorithms based on genetic algorithm (GA) are used.
  • GA genetic algorithm
  • the case is the Shanghai Zhangyang Road intersection.
  • the intersection has 2 entrance lanes and 2 exit lanes in each direction.
  • the lane function and intersection size are shown in Figure 5, and the traffic and other parameters are shown in Table 2:
  • Figure 6 shows the optimal signal timing after optimization in TWC and EPP modes.
  • Table 3 shows the comparison of calculation time and minimum cost under two different algorithms.
  • Figure 7 shows the impact of pedestrian and vehicle traffic on the performance of TWC and EPP modes.
  • the total cost of the TWC model is lower than that of the EPP model.
  • the total cost of TWC mode has increased faster than EPP mode.
  • pedestrians are greater than 500 ped/h and vehicles are greater than 900 pcu/h, the total cost of TWC mode will eventually exceed EPP mode.
  • Figure 8 shows the influence of pedestrian traffic volume and turn ratio on the performance of TWC and EPP modes.
  • the total cost of the TWC model is lower than that of the EPP model.
  • the total cost of the TWC model has increased faster than the EPP model, and eventually surpassed the EPP model.
  • Figure 9 illustrates the impact of the unit efficiency cost of vehicle and pedestrian delays on the TWC and EPP models under certain pedestrian demand.
  • the TWC mode is better than the EPP mode; when the flow demand and unit cost are not very high, the performance difference between EPP and TWC is related to its combination.
  • the EPP mode is suitable for high turning ratios and high pedestrian flows. And it should be noted that under different traffic demands, pedestrian behaviors, traffic conflicts, and intersection geometry, more simulation experiments or field tests are needed to evaluate the effectiveness of the model.

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Abstract

一种信控交叉口信号时序控制方法，包括：获取目标信控交叉口的有效数据；利用有效数据建立与专属行人相位(exclusive pedestrian phase,EPP)或双向通行相位(two-way crossing,TWC)有关的安全成本-效率成本模型；以信控交叉口效率安全总成本最小为目标构建目标函数，求解安全成本-效率成本模型，得到信控交叉口信号时序；利用信控交叉口信号时序进行信控交叉口控制。与现有技术相比，将TWC和EPP对交通安全和效率的影响整合到一个经济评估模型中，可以得到更精确的信号时序，从而实现精确的信控交叉口控制。

Description

一种信控交叉口信号时序控制方法及优化方法 技术领域
本发明涉及交通设计与交通控制领域，尤其是涉及一种信控交叉口信号时序控制方法及优化方法。
背景技术
随着人们对可持续发展、环境污染和能源危机问题的越来越关注，关于行人交通流的研究也越来越多。另一方面，每年车辆的行驶里程也在不断增长。在城市道路中，信控交叉口的关键作用就是协调会产生冲突的交通流，例如行人和车辆的交通流。交通工程的研究人员和从业人员长期以来一直在寻找行人和车辆交通流之间效率与安全的协调方案。但在实际应用过程中，设计行人过街控制策略时通常没有考虑行人造成的延误。
目前针对行人交通流的相位模式主要有两类，第一类设置专属的行人相位(exclusive pedestrian phase,EPP)，该相位允许所有方向(包括对角线)的行人通行并禁止车辆通行，第二类是较常用的双向通行相位(two-way crossing,TWC)，两种模式在效率和安全上各有利弊。目前对行人相位模式的选择通常是根据工程判断，关于定量标准的研究有限，同时也没有对两种模式下的行人延误进行建模，没有考虑行人延误和车辆延误之间的协调。以上这些情况得到的控制方法导致了交叉口的安全性不足以及效率低下。
发明内容
本发明的目的就是为了克服上述现有技术存在的缺陷而提供一种信控交叉口信号时序控制方法及优化方法。
本发明的目的可以通过以下技术方案来实现：
一种信控交叉口信号时序控制方法，该方法包括以下步骤：
步骤S1：获取目标信控交叉口的有效数据；
步骤S2：利用有效数据建立与专属行人相位或双向通行相位有关的安全成本-效率成本模型；
步骤S3：以信控交叉口效率安全总成本最小为目标构建目标函数，求解安全成本-效率成本模型，得到信控交叉口信号时序；
步骤S4：利用信控交叉口信号时序进行信控交叉口控制。
所述有效数据包括目标信控交叉口的几何条件、信号方案和历史交通需求。
所述安全成本-效率成本模型包括安全成本和效率成本，所有行人遵守交通信号时所述安全成本为：
Figure PCTCN2020138034-appb-000001
其中，
Figure PCTCN2020138034-appb-000002
为所有行人遵守交通信号时的安全成本，
Figure PCTCN2020138034-appb-000003
为潜在事故数，n i为逆时针相邻方向的编号，m i为顺时针相邻方向的编号，k i为对角方向的编号，C A为单位事故成本，δ为信号模式，δ＝1代表双向通行相位，δ＝0代表专属行人相位；
并非所有行人遵守交通信号时需要附加安全成本，所述附加安全成本为：
Figure PCTCN2020138034-appb-000004
其中，
Figure PCTCN2020138034-appb-000005
为并非所有行人遵守交通信号时的安全成本，ρ为行人不遵守交通信号的概率，
Figure PCTCN2020138034-appb-000006
为行人不遵守交通信号的平均事故率，
Figure PCTCN2020138034-appb-000007
为方向i的行人需求；
所述效率成本包括行人效率成本和车辆效率成本，所述行人效率成本
Figure PCTCN2020138034-appb-000008
为：
Figure PCTCN2020138034-appb-000009
其中，
Figure PCTCN2020138034-appb-000010
为从方向i到方向j的平均行人延误，α ij为从方向i到方向j的行人在方向i中的比例，C p为单位行人延误成本；
所述车辆效率成本
Figure PCTCN2020138034-appb-000011
为：
Figure PCTCN2020138034-appb-000012
其中，C v为单位车辆延误成本，
Figure PCTCN2020138034-appb-000013
为方向i的车辆需求，
Figure PCTCN2020138034-appb-000014
为方向i车辆延误。
所述的目标函数为：
Figure PCTCN2020138034-appb-000015
所述求解安全成本-效率成本模型的约束条件为：
Figure PCTCN2020138034-appb-000016
Figure PCTCN2020138034-appb-000017
Figure PCTCN2020138034-appb-000018
Figure PCTCN2020138034-appb-000019
Figure PCTCN2020138034-appb-000020
Figure PCTCN2020138034-appb-000021
其中，C min为最小周期长度，C max为最大周期长度，C为周期长度，
Figure PCTCN2020138034-appb-000022
为方向i行人相位的最小绿灯时间，
Figure PCTCN2020138034-appb-000023
为相位x时行人可以通行的方向，g x为相位x绿灯时间，
Figure PCTCN2020138034-appb-000024
为方向i车辆相位的最小绿灯时间，
Figure PCTCN2020138034-appb-000025
为相位x时车辆可以通行的方向，I x为相位x绿灯间隔时间，
Figure PCTCN2020138034-appb-000026
为方向i车辆通过时间，
Figure PCTCN2020138034-appb-000027
为方向i行人通过时间。
所有行人遵守交通信号时的安全成本中
Figure PCTCN2020138034-appb-000028
为：
Figure PCTCN2020138034-appb-000029
其中，
Figure PCTCN2020138034-appb-000030
为暴露次数转换成事故次数概率，β ij为从方向i到方向j的车辆在方向i中的比例，
Figure PCTCN2020138034-appb-000031
为方向i逆时针方向的车辆需求，Δ A为修正项；
Figure PCTCN2020138034-appb-000032
为：
Figure PCTCN2020138034-appb-000033
Figure PCTCN2020138034-appb-000034
为：
Figure PCTCN2020138034-appb-000035
行人只需对向穿行时，
Figure PCTCN2020138034-appb-000036
为：
Figure PCTCN2020138034-appb-000037
其中，
Figure PCTCN2020138034-appb-000038
为只需对向穿行时信号延误，
Figure PCTCN2020138034-appb-000039
为冲突延误，
Figure PCTCN2020138034-appb-000040
为绕行延误；
行人需到对角线时，
Figure PCTCN2020138034-appb-000041
为：
Figure PCTCN2020138034-appb-000042
其中，
Figure PCTCN2020138034-appb-000043
为需到对角线时信号延误。
所述的安全成本-效率成本模型不考虑行人的分布及其他随机特征，只考虑过街绿灯时间为有效行人绿灯。
一种信控交叉口信号时序优化方法，该方法包括以下步骤：
步骤S1：获取目标信控交叉口的有效数据；
步骤S2：利用有效数据建立与专属行人相位或双向通行相位有关的安全成本-效率成本模型；
步骤S3：以信控交叉口效率安全总成本最小为目标构建目标函数，求解安全成本-效率成本模型，得到优化的信控交叉口信号时序。
与现有技术相比，本发明具有以下优点：
(1)考虑了交叉口行人相位模式(EPP和TWC)与不同交通方式(步行和车辆)的之间的平衡，将TWC和EPP对交通安全和效率的影响整合到一个经济评估模型中，可以得到更精确的信号时序，从而实现精确的信控交叉口控制。
(2)对于交通安全问题，通过交通冲突来评估行人相位模式的影响；对于交通效率问题，制定了一个新的行人延迟模型。
(3)同时得到最佳相位模式和最佳信号时序。
附图说明
图1为本发明的流程图；
图2为TWC模式交叉口示意图；
图3为EPP模式交叉口示意图；
图4为TWC模式下车辆与行人冲突示意图；
图5为交叉口空间图示；
图6为TWC和EPP模式优化后的最佳信号时序；
图7为行人和车辆交通量对TWC和EPP模式性能的影响；
图8为行人交通量和转弯比例对TWC和EPP模式性能的影响；
图9为单位成本对TWC和EPP模式性能差异的影响。
具体实施方式
下面结合附图和具体实施例对本发明进行详细说明。本实施例以本发明技术方案为前提进行实施，给出了详细的实施方式和具体的操作过程，但本发明的保护范围不限于下述的实施例。
实施例
本实施例提供一种信控交叉口信号时序控制及优化方法，图1为优化方法流程图，包括以下步骤：
1)根据交通流量调查与数据分析、现场踏勘等方式，获取目标信控交叉口的几 何条件、信号方案和历史交通需求等有效数据，明确交叉口服务水平要求，并将已知条件转化为输入参数。
2)在优化框架中分别建立与TWC和EPP模式有关的安全成本-效率成本模型。
3)以交叉口效率安全总成本最小为目标函数分别求解TWC和EPP模式的优化方案，对比选择成本较小的模式，得到优化的信控交叉口信号时序。
利用信控交叉口信号时序进行信控交叉口控制。
表1模型重要参数与决策变量
Figure PCTCN2020138034-appb-000044
安全成本-效率成本模型：
1)模型假设
①不考虑行人的分布及其他随机特征。
②计算效率成本时，只考虑过街绿灯时间为有效行人绿灯。
2)模型重要参数
模型涉及的重要参数与决策变量如表1所示：
3)模型建立
(1)交通安全分析
本发明将两个道路使用者(行人或车辆)在道路、速度或两者都保持不变的情况下会发生碰撞的事件称为交通冲突，并基于该事件进行交通安全分析。
A.所有行人遵守交通信号
本发明根据交通暴露量进行行人安全分析，交通暴露量为每小时行人的人数与每小时可能发生冲突的车辆数量的乘积的平方根。在EPP模式下，由于有行人专用相位，所以暴露量为0。TWC模式下的潜在事故数计算如下所示：
Figure PCTCN2020138034-appb-000045
Figure PCTCN2020138034-appb-000046
Figure PCTCN2020138034-appb-000047
如图4，其中
Figure PCTCN2020138034-appb-000048
用于将暴露次数转换成事故次数，Δ A用于修正暴露次数，是
Figure PCTCN2020138034-appb-000049
是潜在事故数。
接着计算出安全成本：
Figure PCTCN2020138034-appb-000050
B.并非所有行人遵守交通信号
行人在信号灯闪烁后进入交叉口为不遵守交通信号，并非所有行人遵守交通信号时需要附加安全成本。针对行人是否遵守交通信号建立二元选择Logit模型。在此基础上计算不遵守交通信号所造成的附加安全成本：
Figure PCTCN2020138034-appb-000051
其中ρ是行人不遵守交通信号的概率，
Figure PCTCN2020138034-appb-000052
是行人不遵守交通信号的平均事故率， C A是单位事故成本。
(3)交通效率分析
A.TWC模式行人延误模型
TWC模式行人延误模型中的延误由三部分组成：信号延误、冲突延误和绕行延误。
Figure PCTCN2020138034-appb-000053
Figure PCTCN2020138034-appb-000054
Figure PCTCN2020138034-appb-000055
Figure PCTCN2020138034-appb-000056
其中μ i是平均转向车量流率，t是间隔时间。
B.EPP模式行人延误模型
EPP模式下的行人延误模型中，冲突延误和绕行延误都是0：
Figure PCTCN2020138034-appb-000057
Figure PCTCN2020138034-appb-000058
Figure PCTCN2020138034-appb-000059
C.行人延误模型
综上，只需对向穿行的行人总延误可以计算为：
Figure PCTCN2020138034-appb-000060
需到对角线的行人总延误计算为：
Figure PCTCN2020138034-appb-000061
其中，
Figure PCTCN2020138034-appb-000062
为需到对角线时信号延误。
接着计算出行人效率成本：
Figure PCTCN2020138034-appb-000063
D.车辆延误模型
Figure PCTCN2020138034-appb-000064
接着计算出车辆效率成本：
Figure PCTCN2020138034-appb-000065
4)模型求解：
目标函数为：
Figure PCTCN2020138034-appb-000066
其中
Figure PCTCN2020138034-appb-000067
是行人延误的成本，
Figure PCTCN2020138034-appb-000068
是车辆延误的成本，
Figure PCTCN2020138034-appb-000069
是通常情况下的安全成本，
Figure PCTCN2020138034-appb-000070
是由行人违章造成的安全成本。
约束条件为：
Figure PCTCN2020138034-appb-000071
Figure PCTCN2020138034-appb-000072
Figure PCTCN2020138034-appb-000073
Figure PCTCN2020138034-appb-000074
Figure PCTCN2020138034-appb-000075
Figure PCTCN2020138034-appb-000076
约束(18)代表周期长度需要在最小值和最大值之间。约束(19)和(20)代表每个阶段的绿灯时间需要大于最小绿灯时间。约束(21)代表绿灯和间隔的总时间需要等于周期长度。约束(22)和(23)规定了车辆和行人的通行时间要求。
求解过程是非线性规划模型，目标函数和约束都是非线性的，难以用传统的非线性规划求解方法，故采用基于遗传算法(GA)的启发式算法。
表2交叉口时空资源条件及车流运行参数
Figure PCTCN2020138034-appb-000077
Figure PCTCN2020138034-appb-000078
以下为一具体例子：
案例为上海张杨路交叉口，该交叉口每个方向都有2条进口道和2条出口道，车道功能及交叉口尺寸如图5所示，流量等参数如表2所示：
优化结果：
图6为TWC和EPP模式优化后的最佳信号时序。
表3为两种不同算法下计算时间及最小成本对比。
表3不同算法结果对比
  遗传算法 枚举法
计算时间 0.8s 5.6s
TWC模式($) 252.17 252.01
EPP模式($) 354.17 353.92
结果分析：
图7显示了行人和车辆交通量对TWC和EPP模式性能的影响。在交通需求较低的情况下，TWC模式总成本低于EPP模式。随着交通量增加，TWC模式总成本增长速度快于EPP模式，当行人大于500ped/h且车辆大于900pcu/h时，TWC模式总成本最终超过EPP模式。
图8显示了行人交通量和转弯比例对TWC和EPP模式性能的影响。在交通需求和转弯比例较低的情况下，TWC模式总成本低于EPP模式。随着两个参数增加，TWC模式总成本增长速度快于EPP模式，最终超过EPP模式。
图9说明了在一定行人需求情况下，车辆和行人延误的单位效率成本对TWC和EPP模式的影响。当单位成本足够高时，TWC模式优于EPP模式；当流量需求和单位成本都不是很高时，EPP和TWC的性能差异与其组合相关。
综上，EPP模式适用在高转弯比和高行人流量的情况下。而且应该注意的是，在不同的交通需求、行人行为、交通冲突和交叉口几何尺寸下，需要进行更多的仿真实验或现场测试来评估模型的有效性。

Claims (9)

  1. 一种信控交叉口信号时序控制方法，其特征在于，该方法包括以下步骤：
    步骤S1：获取目标信控交叉口的有效数据；
    步骤S2：利用有效数据建立与专属行人相位或双向通行相位有关的安全成本-效率成本模型；
    步骤S3：以信控交叉口效率安全总成本最小为目标构建目标函数，求解安全成本-效率成本模型，得到信控交叉口信号时序；
    步骤S4：利用信控交叉口信号时序进行信控交叉口控制。
  2. 根据权利要求1所述的一种信控交叉口信号时序控制方法，其特征在于，所述有效数据包括目标信控交叉口的几何条件、信号方案和历史交通需求。
  3. 根据权利要求1所述的一种信控交叉口信号时序控制方法，其特征在于，所述安全成本-效率成本模型包括安全成本和效率成本，所有行人遵守交通信号时所述安全成本为：
    Figure PCTCN2020138034-appb-100001
    其中，
    Figure PCTCN2020138034-appb-100002
    为所有行人遵守交通信号时的安全成本，
    Figure PCTCN2020138034-appb-100003
    为潜在事故数，n i为逆时针相邻方向的编号，m i为顺时针相邻方向的编号，k i为对角方向的编号，C A为单位事故成本，δ为信号模式，δ＝1代表双向通行相位，δ＝0代表专属行人相位；
    并非所有行人遵守交通信号时需要附加安全成本，所述附加安全成本为：
    Figure PCTCN2020138034-appb-100004
    其中，
    Figure PCTCN2020138034-appb-100005
    为并非所有行人遵守交通信号时的安全成本，ρ为行人不遵守交通信号的概率，
    Figure PCTCN2020138034-appb-100006
    为行人不遵守交通信号的平均事故率，
    Figure PCTCN2020138034-appb-100007
    为方向i的行人需求；
    所述效率成本包括行人效率成本和车辆效率成本，所述行人效率成本
    Figure PCTCN2020138034-appb-100008
    为：
    Figure PCTCN2020138034-appb-100009
    其中，
    Figure PCTCN2020138034-appb-100010
    为从方向i到方向j的平均行人延误，α ij为从方向i到方向j的行人在方向i中的比例，C p为单位行人延误成本；
    所述车辆效率成本
    Figure PCTCN2020138034-appb-100011
    为：
    Figure PCTCN2020138034-appb-100012
    其中，C v为单位车辆延误成本，
    Figure PCTCN2020138034-appb-100013
    为方向i的车辆需求，
    Figure PCTCN2020138034-appb-100014
    为方向i车辆延误。
  4. 根据权利要求3所述的一种信控交叉口信号时序控制方法，其特征在于，所述的目标函数为：
    Figure PCTCN2020138034-appb-100015
  5. 根据权利要求3所述的一种信控交叉口信号时序控制方法，其特征在于，所述求解安全成本-效率成本模型的约束条件为：
    Figure PCTCN2020138034-appb-100016
    Figure PCTCN2020138034-appb-100017
    Figure PCTCN2020138034-appb-100018
    Figure PCTCN2020138034-appb-100019
    Figure PCTCN2020138034-appb-100020
    Figure PCTCN2020138034-appb-100021
    其中，C min为最小周期长度，C max为最大周期长度，C为周期长度，
    Figure PCTCN2020138034-appb-100022
    为方向i行人相位的最小绿灯时间，
    Figure PCTCN2020138034-appb-100023
    为相位x时行人可以通行的方向，g x为相位x绿灯时间，
    Figure PCTCN2020138034-appb-100024
    为方向i车辆相位的最小绿灯时间，
    Figure PCTCN2020138034-appb-100025
    为相位x时车辆可以通行的方向，I x为相位x绿灯间隔时间，
    Figure PCTCN2020138034-appb-100026
    为方向i车辆通过时间，
    Figure PCTCN2020138034-appb-100027
    为方向i行人通过时间。
  6. 根据权利要求3所述的一种信控交叉口信号时序控制方法，其特征在于，所有行人遵守交通信号时的安全成本中
    Figure PCTCN2020138034-appb-100028
    为：
    Figure PCTCN2020138034-appb-100029
    其中，
    Figure PCTCN2020138034-appb-100030
    为暴露次数转换成事故次数概率，β ij为从方向i到方向j的车辆在方向i中的比例，
    Figure PCTCN2020138034-appb-100031
    为方向i逆时针方向的车辆需求，Δ A为修正项；
    Figure PCTCN2020138034-appb-100032
    为：
    Figure PCTCN2020138034-appb-100033
    Figure PCTCN2020138034-appb-100034
    为：
    Figure PCTCN2020138034-appb-100035
  7. 根据权利要求3所述的一种信控交叉口信号时序控制方法，其特征在于，行人只需对向穿行时，
    Figure PCTCN2020138034-appb-100036
    为：
    Figure PCTCN2020138034-appb-100037
    其中，
    Figure PCTCN2020138034-appb-100038
    为只需对向穿行时信号延误，
    Figure PCTCN2020138034-appb-100039
    为冲突延误，
    Figure PCTCN2020138034-appb-100040
    为绕行延误；
    行人需到对角线时，
    Figure PCTCN2020138034-appb-100041
    为：
    Figure PCTCN2020138034-appb-100042
    其中，
    Figure PCTCN2020138034-appb-100043
    为需到对角线时信号延误。
  8. 根据权利要求1所述的一种信控交叉口信号时序控制方法，其特征在于，所述的安全成本-效率成本模型不考虑行人的分布及其他随机特征，只考虑过街绿灯时间为有效行人绿灯。
  9. 一种信控交叉口信号时序优化方法，其特征在于，该方法包括以下步骤：
    步骤S1：获取目标信控交叉口的有效数据；
    步骤S2：利用有效数据建立与专属行人相位或双向通行相位有关的安全成本-效率成本模型；
    步骤S3：以信控交叉口效率安全总成本最小为目标构建目标函数，求解安全成本-效率成本模型，得到优化的信控交叉口信号时序。
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