A sub-area traffic control method and system based on dual control model
Through the dual regulation model, combined with the macro basic map and the maximum pressure method, the problem of ignoring the hierarchy in the existing traffic control method is solved, and efficient management of traffic flow within the sub-district is achieved, traffic congestion and overflow are reduced, and traffic throughput is improved quantity and control effect.
Patent Information
- Application Number
- CN202410188774.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2024-02-20
- Publication Date
- 2025-01-03
- Estimated Expiration
- 2044-02-20
AI Technical Summary
The existing traffic control methods ignore the hierarchy of the traffic area, resulting in a decrease in control effect, and the inability to effectively manage traffic flow at the intersections of urban sub-districts and boundary, resulting in traffic congestion and overflow.
The sub-zone traffic control method based on the dual regulation model is adopted to draw a macro basic map by obtaining traffic data, calibrate the optimal cumulative number of vehicles, and adjust the green light matching of boundary intersections by using feedback control strategy, and combine the maximum pressure method to match the internal intersection. The group is re-divided and coordinated to achieve traffic signal coordination within the sub-region.
It effectively reduces the overflow phenomenon within the sub-region, improves traffic throughput, alleviates traffic pressure, reduces traffic emissions, and achieves efficient, stable and coordinated control of traffic areas.
Smart Images
Figure CN118072535B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of traffic control and automatic control, and in particular to a sub-area traffic control method and system based on a dual regulation model. Background Art
[0002] The statements in this section merely provide background information related to the present invention and do not necessarily constitute prior art.
[0003] In recent years, various traffic control methods have emerged, such as traffic control strategies based on reinforcement learning, traffic control strategies based on game theory, and traffic control strategies based on intelligent optimization algorithms. Although these methods have provided solutions to traffic congestion in their respective areas of concern, they lack consideration of the hierarchical structure of urban sub-area traffic.
[0004] The hierarchy of traffic zones means that in a traffic zone, boundary intersections and internal intersections play different roles. For boundary intersections, they have two important responsibilities: the first is to control the total number of internal vehicles to prevent overflow in the internal traffic zone, and the second is to interact directly with other sub-zones and release vehicles based on the capacity and size of the sub-zone. But for internal intersections, their main purpose is to maximize traffic capacity and reduce traffic emissions.
[0005] The traffic control methods in the prior art ignore the hierarchical structure control methods of traffic, which, to a certain extent, leads to the decline of the generalization and control effect of the traffic control methods. Summary of the invention
[0006] In view of the shortcomings of the prior art, the purpose of the present invention is to provide a sub-area traffic control method and system based on a dual control model, which combines sub-area boundary control with sub-area internal control of an improved Max-pressure method to achieve dual control, thereby overcoming the defect that the existing traffic sub-area control method has little consideration of the hierarchical structure of the traffic sub-area.
[0007] In order to achieve the above object, the present invention is implemented through the following technical solutions:
[0008] A first aspect of the present invention provides a sub-area traffic control method based on a dual control model, comprising the following steps:
[0009] Obtain the traffic flow data of the target traffic sub-area, draw a macro basic map, and obtain the optimal cumulative number of vehicles inside the traffic sub-area of the target area by calibrating the shape of the macro basic map of the traffic sub-area;
[0010] Through the feedback control strategy, the green light timing of the boundary intersection is adjusted according to the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles, so that the optimal cumulative number of vehicles is maintained inside the traffic sub-area;
[0011] The internal area is subdivided according to the location of the intersection group within the traffic sub-area, and the maximum pressure method is used to coordinate and control the traffic signals in the subdivided internal area.
[0012] Furthermore, the specific steps for drawing the macro basic diagram are:
[0013] Flow input for traffic sub-areas based on vehicle flow data;
[0014] During the input process, the flow rate is gradually increased and the sampling data is obtained using the road detector;
[0015] A macro basic diagram is drawn based on the relationship between the cumulative number of vehicles and the number of vehicle trip arrivals in the traffic sub-area.
[0016] Furthermore, the specific steps of calibrating the shape of the macro basic map of the traffic sub-area are as follows:
[0017] The scattered data in the macro basic graph are cut into time series by K-means clustering algorithm to cut out the free flow stage, critical flow stage and congested flow stage;
[0018] The optimal cumulative number of vehicles is obtained by taking the average value of the intermediate critical flow stage.
[0019] Furthermore, the specific steps of adjusting the green light timing at the boundary intersection according to the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles are as follows:
[0020] Determine boundary control intersection objects and boundary intersection phase patterns;
[0021] The historical average model is used to predict the traffic volume in the past ten minutes and adjust the future short-term traffic volume of the entrance lane and the traffic volume of the exit lane after setting the time;
[0022] Using a road detector, the difference between the cumulative number of vehicles in the traffic sub-area and the optimal cumulative number of vehicles is detected;
[0023] The green light timing is determined based on the future short-term flow rate of the entrance lane, the flow rate of the exit lane, and the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles.
[0024] Furthermore, the specific steps of subdividing the internal area according to the location of the internal intersection group of the traffic sub-area are as follows: subdividing the area including the internal intersection but not the boundary intersection into an internal intersection group A including the intersections near the boundary and an internal intersection group B including only the intersections not near the boundary.
[0025] Furthermore, the specific steps of using the maximum pressure method to coordinate the control of traffic signals in the re-divided internal area are as follows:
[0026] The phase pressure is defined according to the subdivided internal area;
[0027] According to different positions of the intersection, the maximum pressure phase of the intersection at different times is calculated respectively;
[0028] The internal area traffic signal is controlled according to the accumulated duration of the maximum pressure phase at the current moment and the comparison result with the maximum pressure phase at the previous moment.
[0029] Furthermore, the specific steps of defining the phase pressure according to the subdivided internal area are as follows:
[0030] For the internal intersection group B, the lanes are divided according to the phase, and the pressure of the phase is the difference between the number of vehicles in the import lane associated with the current phase and the number of vehicles in the corresponding export lane;
[0031] For the internal intersection group A, the pressure of the phase is the lane associated with the current phase minus the number of stationary vehicles in the corresponding exit lane.
[0032] A second aspect of the present invention provides a sub-area traffic control system based on a dual control model, comprising:
[0033] The data acquisition module is configured to acquire the traffic flow data of the target traffic sub-area, draw a macro basic map, and obtain the optimal cumulative number of vehicles inside the traffic sub-area of the target area by calibrating the shape of the macro basic map of the traffic sub-area;
[0034] The first control module is configured to adjust the green light timing of the boundary intersection according to the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles through a feedback control strategy, so as to maintain the optimal cumulative number of vehicles in the traffic sub-area;
[0035] The second control module is configured to subdivide the internal area according to the location of the internal intersection group of the traffic sub-area, and coordinate the control of the traffic signals in the subdivided internal area by using the maximum pressure method.
[0036] The third aspect of the present invention provides a medium having a program stored thereon, which, when executed by a processor, implements the steps in the sub-area traffic control method based on the dual regulation model as described in the first aspect of the present invention.
[0037] The fourth aspect of the present invention provides a device, including a memory, a processor, and a program stored in the memory and executable on the processor, wherein when the processor executes the program, the steps in the sub-area traffic control method based on the dual control model as described in the first aspect of the present invention are implemented.
[0038] One or more of the above technical solutions have the following beneficial effects:
[0039] The present application discloses a sub-area traffic control method and system based on a dual control model. First, the macro basic graph shape of the traffic sub-area is calibrated through the macro basic graph theory to obtain the optimal cumulative number of vehicles inside the sub-area. Then, through the feedback control strategy, the green light timing of the boundary intersection is adjusted according to the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles, the in and out of the traffic flow is controlled, and the number of vehicles inside the sub-area is maintained. When the internal cumulative vehicle flow remains optimal, for the internal intersection group of the sub-area, the present invention re-divides the internal area and uses the improved maximum pressure method (Max-pressure) for coordinated control.
[0040] In the dual control model of the present invention, the boundary control outside the sub-area can effectively reduce the probability of overflow inside the sub-area, laying a foundation for effective control inside the sub-area. The control method inside the sub-area can well ensure the maximum traffic throughput, effectively alleviate traffic pressure and reduce traffic emissions. The present invention realizes efficient and stable coordinated control of the traffic area through dual control inside and outside the sub-area.
[0041] Advantages of additional aspects of the present invention will be given in part in the following description, and in part will become obvious from the following description, or will be learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS
[0042] The accompanying drawings in the specification, which constitute a part of the present invention, are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute improper limitations on the present invention.
[0043] Figure 1 It is a flow chart of the sub-area traffic control method based on the dual control model in the first embodiment of the present invention;
[0044] Figure 2 It is the macro basic diagram in the first embodiment of the present invention;
[0045] Figure 3 It is a schematic diagram of calibrating the shape of the macro basic diagram of the traffic sub-area in the first embodiment of the present invention;
[0046] Figure 4 This is a schematic diagram of a controlled boundary intersection in Embodiment 1 of the present invention;
[0047] Figure 5 Schematic diagram of phase transformation in Embodiment 1 of the present invention;
[0048] Figure 6 It is a schematic diagram of re-dividing the internal area in the first embodiment of the present invention;
[0049] Figure 7 This is a schematic diagram of the pressure calculation of the internal intersection group A in the first embodiment of the present invention;
[0050] Figure 8 This is a schematic diagram of the pressure calculation of the internal intersection group B in the first embodiment of the present invention;
[0051] Fig. 9 This is a control flow chart of the improved Max-pressure strategy used within the traffic sub-area in the first embodiment of the present invention. DETAILED DESCRIPTION
[0052] It should be noted that the following detailed descriptions are exemplary and are intended to provide further explanation of the present invention. Unless otherwise specified, all technical and scientific terms used herein have the same meanings as those commonly understood by those skilled in the art to which the present invention belongs.
[0053] It should be noted that in the embodiments of the present invention, data related to lanes and traffic flows in traffic sub-areas are involved. When the above embodiments of the present invention are applied to specific products or technologies, user permission or consent is required, and the collection, use and processing of relevant data need to comply with relevant laws, regulations and standards of relevant countries and regions.
[0054] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "include" and / or "include" are used in this specification, it indicates the presence of features, steps, operations, devices, components and / or their combinations;
[0055] Embodiment 1:
[0056] Embodiment 1 of the present invention provides a sub-area traffic control method based on a dual control model, such as Figure 1 As shown, the following steps are included:
[0057] Step 1: Obtain the traffic flow data of the target traffic sub-area, draw a macro basic map, and obtain the optimal cumulative number of vehicles inside the traffic sub-area of the target area by calibrating the shape of the macro basic map of the traffic sub-area.
[0058] Step 2: Through the feedback control strategy, the green light timing of the boundary intersection is adjusted according to the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles, so as to maintain the optimal cumulative number of vehicles inside the traffic sub-area.
[0059] Step 3: Re-divide the internal area according to the location of the internal intersection group of the traffic sub-area, and use the maximum pressure method to coordinate and control the traffic signals in the re-divided internal area.
[0060] In step 1, we first need to draw a macro basic map, and then calibrate the shape of the macro basic map of the traffic sub-area.
[0061] Step 1.1: Draw a macro basic diagram.
[0062] Step 1.1.1: Input the traffic flow of the traffic sub-area based on the traffic flow data.
[0063] Step 1.1.2: Gradually increase the traffic volume during the input process and use the road detector to obtain sampling data.
[0064] Step 1.1.3: Draw a macro basic diagram based on the relationship between the cumulative number of vehicles and the number of vehicle trips in the traffic sub-area, such as Figure 2 shown.
[0065] Step 1.2: Calibrate the shape of the macro basic diagram of the traffic sub-area.
[0066] Step 1.2.1: Use the K-means clustering algorithm to perform time-series segmentation on the scattered data in the macro basic graph, and segment out the free flow stage, critical flow stage, and congested flow stage to obtain the optimal cumulative number of vehicles. In the macro basic graph of the traffic sub-area, the free flow stage corresponds to the rising segment, the critical flow stage corresponds to the stable segment, and the congested flow stage corresponds to the descending segment.
[0067] Step 1.2.1.1: Assume T = {t1, t2, …, t n} is the time sampling point, V(X)={v0,v1,...,v n} is the sampling data of the macro basic graph obtained by using the road detector. X={x1,x2,…,x n} is the two-dimensional plane point that unites T and V.
[0068] Step 1.2.1.2: Randomly select K centers, μ1(T,V),…,μ K (T, V), in this embodiment, K=3.
[0069] Step 1.2.1.3: Then define the loss function, which defines the square of the error of each sample point from the center of the cluster, that is:
[0070]
[0071] Among them, J(x,μ) is the loss function, K refers to the number of clusters, N i is the total number of samples in the ith cluster, ||x ij -μ i (X,V)|| is the Euclidean distance from the sample point to the cluster center.
[0072] Step 1.2.1.4: Let n = 1, 2, 3, ..., be the number of iteration steps, and iterate until J(x, μ) converges.
[0073] Step 1.2.1.5: For each sample x i , assigning it to the nearest center.
[0074] Step 1.2.1.6: For each center of a new sample added, recalculate the center of that class.
[0075] According to the above clustering method, the macro basic graph scattered data is segmented as follows Figure 3 shown.
[0076] Step 1.2.2: Obtain the optimal cumulative number of vehicles N by taking the average value of the intermediate critical flow stage.
[0077] In step 2, the green light timing of the boundary intersection is adjusted according to the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles to control the in and out of traffic flow and ensure that the total number of vehicles in the sub-area is maintained near the optimal cumulative number of vehicles.
[0078] Step 2.1: Determine the boundary control intersection object and the boundary intersection phase mode.
[0079] Step 2.1.1: Determine the boundary control intersection object.
[0080] In the actual control process, this embodiment takes Lixia District of a city as an example, and takes the four edge intersections of the core traffic area of Lixia District as the control objects, such as Figure 4 shown.
[0081] Step 2.1.2: Determine the phase mode of the boundary intersection. A phase refers to the signal group corresponding to one or more traffic flows that obtain the right of way. For example, a right turn in the east-west direction is a phase, and a left turn in the east-west direction is a phase. When the signal machine controls a phase, the signal light group corresponding to the phase is set to green.
[0082] This embodiment assumes that there are 5 phase transitions at the boundary intersection. Figure 4 Take the phase conversion of the intersection in the lower left corner as an example. Figure 5 As shown in the figure, the first two phases belong to the import lane phase, which is mainly responsible for regulating the import traffic. The middle two phases belong to the exit lane phase, which is mainly responsible for controlling the exit traffic. The last phase is the other phase, which is used for the movement of the internal traffic.
[0083] This embodiment controls the total number of vehicles in the sub-area by controlling the duration of the green light in each phase. For example, the first two phases can allow vehicles to enter the target traffic sub-area, and the middle two phases can allow vehicles to leave the target traffic sub-area. By controlling the duration of the green light in the first two phases, the number of vehicles entering the area can be controlled. By controlling the duration of the green light in the last two phases, the number of vehicles leaving the area can be controlled.
[0084] Step 2.2: Use the historical average model (HA) to predict the flow rate in the past ten minutes and set the future short-term flow rate f at the entrances of the four controlled intersections after time t in and the flow rate f of the lane leaving out .
[0085] Step 2.3: Using a road detector, detect the difference Δn between the cumulative number of vehicles in the traffic sub-area and the optimal cumulative number of vehicles.
[0086] Step 2.4: Green light timing is performed based on the future short-term flow rate of the entrance lane, the flow rate of the exit lane, and the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles.
[0087] Specifically, the following mathematical expression is used to coordinate the green light timing at the boundary intersection.
[0088] δt=-Δn / (f in -f out )(2),
[0089]
[0090] in, It refers to the phase p of the boundary intersection at time t. i By adding equation (3) and equation (4), we can get
[0091]
[0092] That is, the total cycle T of the regulation remains unchanged during the regulation process. In this embodiment, the initial duration of each phase is set to 27 seconds, and the total cycle is set to 135 seconds.
[0093] In step 3, except for the boundary intersections, this embodiment divides the remaining intersections into intersections near the boundary and intersections not near the boundary, and re-divides the internal area according to the position of the internal intersection group of the traffic sub-area. The specific steps are: subdividing the area containing internal intersections but not containing boundary intersections into internal intersection group A containing only intersections near the boundary and internal intersection group B containing only intersections not near the boundary, such as Figure 6 shown.
[0094] This embodiment uses an improved Max-pressure method to coordinate the control of internal intersections in a traffic sub-area. Compared with the original Max-pressure method, the improved method changes the way of calculating the pressure of the internal intersection group A, and does not include the stationary vehicles in the internal intersection group A in the pressure calculation, thereby realizing the combination of boundary control and the Max-pressure method. Otherwise, due to boundary control, the internal intersection group A may not release certain vehicles, and these vehicles will be included in the Max-pressure calculation, which will lead to inaccurate pressure calculation. Finally, the phase in a certain direction is never set to green light, resulting in traffic paralysis.
[0095] Achieve efficient traffic within the sub-district road network, reduce vehicle emissions and alleviate traffic congestion. The specific steps are:
[0096] Step 3.1: Define the phase pressure according to the subdivided internal area.
[0097] Step 3.1.1: Figure 7 As shown in the figure, for the internal intersection group B, the lanes are divided according to the phase, and the pressure of the phase is the difference between the number of vehicles in the import lane associated with the current phase and the number of vehicles in the corresponding exit lane. The lanes involved in a phase are called lanes of the phase. For example, in the east-west straight-through right-turn phase, the lanes include the east-west straight-through lanes and right-turn lanes in the import lanes, as well as the corresponding exit lanes of the vehicles. These lanes are classified as lanes of the phase.
[0098] It should be noted that in the traffic phase setting using the Max Pressure method, both the east-west straight right turn and the east-west straight left turn will not be set at the same time. Generally, the east-west straight right turn and the east-west left turn are set, so there is generally no overlapping traffic flow between phases.
[0099] Step 3.1.2: If Figure 8 As shown, for the internal intersection group A, the pressure of the phase is the lane associated with the current phase minus the number of moving vehicles in the corresponding exit lane.
[0100] Step 3.2: Calculate the maximum pressure phase of the intersection at different times according to the different positions of the intersection.
[0101] In this embodiment, the minimum phase duration is set to T min =10s. Maximum phase duration T max =60s, phase extension time δt=5s.
[0102] The phase duration refers to the duration of the phase, that is, the duration of the green light when the phase is green. For example, if the east-west straight-through right turn lasts for 30 seconds, the phase duration is 30 seconds. The phase extension time is to extend the green light time of the specified phase, for example, the original 30 seconds is extended by 5 seconds to 35 seconds.
[0103] The minimum and maximum phases are set in this embodiment to ensure that a phase cannot be switched for a long time, nor can it be switched too quickly. For example, in daily traffic, the green light in the north-south direction cannot last for ten minutes, nor can it be switched once every 1 second. In layman's terms, the minimum and maximum phase durations are intended to limit the range of the phase green light time. The delayed phase time is to discretely control the specific green light time.
[0104] The maximum pressure phase is calculated for all non-boundary intersections every 5 seconds. The pressure calculations for intersections at different locations are different. For intersection group A near the boundary intersection, the pressure calculation method is as in step 3.1.2, and for intersection group B, the calculation method is as in step 3.1.1. In this way, the maximum pressure phase P of intersection i at time t is calculated. i max (t).
[0105] Step 3.3: Control the traffic signal in the inner area according to the cumulative duration of the maximum pressure phase at the current moment and the comparison result with the maximum pressure phase at the previous moment, such as Fig. 9 shown.
[0106] Step 3.3.1: Determine whether the time t has reached the minimum phase time T of the current phase at intersection j min If it is reached, the subsequent steps are executed; if it is not reached, the step 3.3.1 is continued.
[0107] Step 3.3.2: If the maximum pressure phase P at this moment i max (t) is the phase P of the previous moment i max (t-1) is the same, and the phase duration does not exceed the maximum phase duration, then the phase value is extended by 5s.
[0108] Step 3.3.3: If the maximum pressure phase at this moment is the same as the phase at the previous moment, but the duration of this phase has exceeded the maximum phase duration, jump to the next sequential phase.
[0109] Phase jump means switching from one phase to another. For example, an intersection has four pre-made phases, namely, east-west straight right turn, east-west left turn, north-south straight right turn, and north-south left turn. Then, the green light from the east-west straight right turn to the green light from the north-south straight right turn is called a phase jump. The green light from the east-west straight right turn to the green light from the north-south left turn is also a phase jump. Sequential phases are phases sorted in a pre-made order. Sequential phases can be customized according to actual conditions. For example, the next pre-made sequential phase after the east-west straight right turn is the east-west left turn.
[0110] When the signal controller jumps to a phase in the current phase and turns the phase to green, a control is performed.
[0111] Step 3.3.4: If the maximum pressure phase at this moment is different from the phase at the previous moment, the phase jumps to the maximum pressure phase at this moment.
[0112] Embodiment 2:
[0113] Embodiment 2 of the present invention provides a sub-area traffic control system based on a dual control model, including:
[0114] The data acquisition module is configured to acquire the traffic flow data of the target traffic sub-area, draw a macro basic map, and obtain the optimal cumulative number of vehicles inside the traffic sub-area of the target area by calibrating the shape of the macro basic map of the traffic sub-area;
[0115] The first control module is configured to adjust the green light timing of the boundary intersection according to the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles through a feedback control strategy, so as to maintain the optimal cumulative number of vehicles in the traffic sub-area;
[0116] The second control module is configured to subdivide the internal area according to the location of the internal intersection group of the traffic sub-area, and coordinate the control of the traffic signals in the subdivided internal area by using the maximum pressure method.
[0117] Embodiment three:
[0118] Embodiment 3 of the present invention provides a medium on which a program is stored. When the program is executed by a processor, the steps of the sub-area traffic control method based on the dual control model as described in Embodiment 1 of the present invention are implemented.
[0119] Embodiment 4:
[0120] Embodiment 4 of the present invention provides a device, including a memory, a processor, and a program stored in the memory and executable on the processor. When the processor executes the program, the steps in the sub-area traffic control method based on the dual control model as described in Embodiment 1 of the present invention are implemented.
[0121] The steps involved in the above embodiments 2, 3 and 4 correspond to the method embodiment 1. For the specific implementation methods, please refer to the relevant description part of embodiment 1.
[0122] Those skilled in the art should understand that the modules or steps of the present invention described above can be implemented by a general-purpose computer device, or alternatively, they can be implemented by a program code executable by a computing device, so that they can be stored in a storage device and executed by the computing device, or they can be made into individual integrated circuit modules, or multiple modules or steps therein can be made into a single integrated circuit module for implementation. The present invention is not limited to any specific combination of hardware and software.
[0123] Although the above describes the specific implementation mode of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solution of the present invention without creative work are still within the scope of protection of the present invention.
Claims
1. A sub-area traffic control method based on a dual control model, characterized in that: The following steps are involved: Obtain the traffic flow data of the target traffic sub-area, draw a macro basic map, and obtain the optimal cumulative number of vehicles inside the traffic sub-area of the target area by calibrating the shape of the macro basic map of the traffic sub-area; Through the feedback control strategy, the green light timing of the boundary intersection is adjusted according to the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles, so that the optimal cumulative number of vehicles is maintained inside the traffic sub-area; The internal area is subdivided according to the location of the internal intersection group of the traffic sub-area, and the traffic signal coordination control of the subdivided internal area is carried out using the maximum pressure method; The specific steps of subdividing the internal area according to the location of the internal intersection group of the traffic sub-area are as follows: subdividing the area including the internal intersection but not the boundary intersection into an internal intersection group A including the intersection close to the boundary and an internal intersection group B including only the intersection not close to the boundary; The specific steps of using the maximum pressure method to coordinate the control of traffic signals in the re-divided internal area are as follows: The phase pressure is defined according to the subdivided internal area; According to different positions of the intersection, the maximum pressure phase of the intersection at different times is calculated respectively; Control the traffic signal of the inner area according to the accumulated duration of the maximum pressure phase at the current moment and the comparison result with the maximum pressure phase at the previous moment; The specific steps to define the phase pressure according to the subdivided internal area are: For the internal intersection group B, the lanes are divided according to the phase, and the pressure of the phase is the difference between the number of vehicles in the import lane associated with the current phase and the number of vehicles in the corresponding export lane; For the internal intersection group A, the pressure of the phase is the number of vehicles in the lane associated with the current phase minus the number of stationary vehicles in the corresponding exit lane.
2. The sub-area traffic control method based on the dual control model as claimed in claim 1, characterized in that: The specific steps for drawing a macro basic diagram are: Flow input for traffic sub-areas based on vehicle flow data; During the input process, the flow rate is gradually increased and the sampling data is obtained using the road detector; A macro basic diagram is drawn based on the relationship between the cumulative number of vehicles and the number of vehicle trip arrivals in the traffic sub-area.
3. The sub-area traffic control method based on the dual control model as claimed in claim 1, characterized in that: The specific steps for calibrating the shape of the macro basic map of the traffic sub-area are as follows: The scattered data in the macro basic graph are cut into time series by K-means clustering algorithm to cut out the free flow stage, critical flow stage and congested flow stage; The optimal cumulative number of vehicles is obtained by taking the average value of the intermediate critical flow stage.
4. The sub-area traffic control method based on the dual control model as claimed in claim 1, characterized in that: The specific steps for adjusting the green light timing at the boundary intersection according to the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles are as follows: Determine boundary control intersection objects and boundary intersection phase patterns; The historical average model is used to predict the traffic volume in the past ten minutes and adjust the future short-term traffic volume of the entrance lane and the traffic volume of the exit lane after setting the time; Using a road detector, the difference between the cumulative number of vehicles in the traffic sub-area and the optimal cumulative number of vehicles is detected; The green light timing is determined based on the future short-term flow rate of the entrance lane, the flow rate of the exit lane, and the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles.
5. A sub-area traffic control system based on a dual control model, characterized in that: include: The data acquisition module is configured to acquire the traffic flow data of the target traffic sub-area, draw a macro basic map, and obtain the optimal cumulative number of vehicles inside the traffic sub-area of the target area by calibrating the shape of the macro basic map of the traffic sub-area; The first control module is configured to adjust the green light timing of the boundary intersection according to the difference between the internal cumulative number of vehicles and the optimal cumulative number of vehicles through a feedback control strategy, so as to maintain the optimal cumulative number of vehicles in the traffic sub-area; The second control module is configured to redivide the internal area according to the location of the internal intersection group of the traffic sub-area, and coordinate the control of the traffic signals of the redivided internal area by using the maximum pressure method; The specific steps of subdividing the internal area according to the location of the internal intersection group of the traffic sub-area are as follows: subdividing the area including the internal intersection but not the boundary intersection into an internal intersection group A including the intersection close to the boundary and an internal intersection group B including only the intersection not close to the boundary; The specific steps of using the maximum pressure method to coordinate the control of traffic signals in the re-divided internal area are as follows: The phase pressure is defined according to the subdivided internal area; According to different positions of the intersection, the maximum pressure phase of the intersection at different times is calculated respectively; Control the traffic signal of the inner area according to the accumulated duration of the maximum pressure phase at the current moment and the comparison result with the maximum pressure phase at the previous moment; The specific steps to define the phase pressure according to the subdivided internal area are: For the internal intersection group B, the lanes are divided according to the phase, and the pressure of the phase is the difference between the number of vehicles in the import lane associated with the current phase and the number of vehicles in the corresponding export lane; For the internal intersection group A, the pressure of the phase is the number of vehicles in the lane associated with the current phase minus the number of stationary vehicles in the corresponding exit lane.
6. A computer-readable storage medium, characterized in that: A plurality of instructions are stored therein, and the instructions are suitable for being loaded by a processor of a terminal device and executing the sub-area traffic control method based on a dual control model as described in any one of claims 1-4.
7. A terminal device, characterized in that: It includes a processor and a computer-readable storage medium, the processor is used to implement various instructions; the computer-readable storage medium is used to store multiple instructions, and the instructions are suitable for being loaded by the processor and executing the sub-area traffic control method based on the dual control model described in any one of claims 1-4.