Lightweight intersection traffic signal coordination control method

Abstract

The invention relates to the field of intelligent traffic signal control, and discloses a lightweight intersection traffic signal coordination control method, which comprises the following steps that: a central control module generates a coordination scheme based on traffic flow data, decouples steering pairs, and determines the optimal phase difference of each intersection; the edge signal control unit receives the coordination instruction and dynamically adjusts signal lamp timing; in the bus priority mode, the system calculates green wave countdown by monitoring the position of a bus in real time, and adjusts the green light time to guarantee the priority passage of the bus; when no coordination request exists, the system automatically enters a single-intersection induction control mode, the green signal ratio and phase conversion are adaptively adjusted according to the real-time flow, and the signal control flexibility is improved. The multi-source data fusion and intelligent optimization algorithm is combined, the combination of regional signal coordination and single-point adaptive control is realized, the traffic delay is effectively reduced, and the road traffic capacity and the traffic management intelligent level are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of intelligent traffic signal control, and specifically to a lightweight intersection traffic signal coordination control method. Background Art

[0002] With the continuous growth of urban traffic flow, the optimization of traffic signal control is of great significance for improving road traffic capacity. Existing signal control methods mainly include fixed-time control, inductive control, and adaptive control. Among them, fixed-time control is difficult to cope with dynamically changing traffic flows, and although inductive control can adjust signal timing according to real-time detection data, it has limitations in regional coordination and is difficult to form an efficient green wave band. In addition, although adaptive control has certain intelligent optimization capabilities, in complex traffic environments, its coordination and real-time performance are still insufficient.

[0003] Currently, regional traffic signal coordination mainly relies on fixed time slots or simple phase difference control methods, which are difficult to take into account the complex traffic relationships between different intersections, resulting in unstable signal coordination effects between upstream and downstream intersections. In terms of bus priority, traditional methods mainly ensure it through preset priority phases or extended green light times, lacking dynamic adjustment of the real-time position and traffic conditions of buses, resulting in low accuracy of green wave coordination. In addition, in the absence of coordination requests, the signal control of a single intersection usually adopts the traditional inductive mode, but lacks optimized adjustment of the green signal ratio, resulting in unreasonable allocation of green light time for some phases and affecting the overall traffic efficiency. Summary of the Invention

[0004] Aiming at the deficiencies of the existing technology, the present invention provides a lightweight intersection traffic signal coordination control method, which solves the problems of insufficient regional coordination ability, inaccurate bus priority passage, and weak self-adaptability of single intersection signal in existing traffic signal control.

[0005] To achieve the above objectives, the present invention is realized through the following technical solutions: A lightweight intersection traffic signal coordination control method, including the following steps: The central control module generates a regional global traffic signal coordination plan based on the fusion analysis of multi-source traffic data, and the coordination plan includes timing information and a set of coordinated turning pairs; Decouple the set of coordinated turning pairs to eliminate coordination conflicts and generate a lightweight set of coordinated turning pairs that can be executed at the edge; The edge control module receives the timing information and the decoupled set of coordinated turning pairs, determines the coordinated phase difference reference, and establishes a communication relationship between signal machines; The edge control module adjusts the signal light timing in real time according to the coordination method of the coordinated turning pair, and controls the green light passage of the coordinated vehicle fleet.

[0006] Preferably, the method further includes: when there is no coordination request, the edge control module executes single intersection induction control.

[0007] Preferably, the multi-source traffic data includes at least one of vehicle networking trajectory data, intersection fixed detector data, urban road network topology data, and signal control operation record data.

[0008] Preferably, the step of decoupling the coordinated turning pair set includes: Traverse the coordinated turning pair set according to the main line priority numbering. If the downstream intersection of the current coordination pair has been marked as coordinated occupancy, adjust the coordination method to upstream coordinating downstream; otherwise, keep downstream coordinating upstream and mark the downstream intersection.

[0009] Preferably, the calculation formula for the coordinated platoon phase difference of the turning pair is: where L is the length of the coordinated section, v is the average speed of the section, d is the downstream queue length, and h is the saturated headway.

[0010] Preferably, the step of the edge control module adjusting the signal light timing in real time according to the coordination method of the coordinated turning pair includes: If the coordination method is downstream coordinating upstream, the downstream signal machine calculates the countdown according to the phase difference and lights up the coordinated green light after the countdown ends; If the coordination method is upstream coordinating downstream, the upstream signal machine calculates the countdown according to the downstream phase dynamic scheduling and the phase difference, and lights up the coordinated green light after the countdown ends; The reference relationship for the starting time of the requested coordinated green light is: T up2down =T down -Δt=T down-2*Δt +Δt T down2up =T up +Δt where T up2down represents the reference value of the starting time of the coordinated phase request green light at the upstream intersection in the turning pair of upstream coordinating downstream; T down represents the expected starting time of the green light at the corresponding phase of the downstream intersection in the turning pair of upstream coordinating downstream; T down-2*Δt represents the marked time 2 times Δt earlier than the corresponding phase of the downstream intersection in the turning pair of upstream coordinating downstream; T down2up represents the reference value of the starting time of the coordinated phase green light at the downstream intersection in the turning pair of downstream coordinating upstream; T up represents the starting time of the green light at the corresponding phase of the upstream intersection in the turning pair of downstream coordinating upstream.

[0011] Preferably, the step of the edge control module adjusting the signal timing in real time according to the coordination mode of the coordinated steering pair further includes: Receiving a bus green wave coordination request, calculating the bus green wave countdown and the starting time of the green light for the bus priority coordination phase request based on the bus position and the road section parameters, and dynamically adjusting the green light time to ensure that the bus passes through the green light. The calculation formula for the countdown of the starting time of the green light for the green wave coordination phase request is: Where L bus is the distance from the current position of the bus to the intersection, v is the average speed of the road section, d queue is the queue length at the intersection, and h is the saturated headway time; The reference relationship for the starting time of the coordinated green light is: T bus = T req + Δt bus Where T bus is the starting time of the green light for the coordinated intersection phase of the bus priority request, and T req is the initiation time of the bus priority request.

[0012] Preferably, the method further includes: The real-time queue generation method provides two methods according to the detection means: Based on the perception device, the real-time queue situation at the intersection is detected in real time; Based on the coordinated flow ratio of the steering pair and the steering traffic demand during the statistical time interval, the queue length is calculated in real time.

[0013] Preferably, the method further includes: The edge control module quantitatively evaluates and reflects the real-time queue generation of the basic induction control requirements at the intersection, as well as the coordinated steering pair fleet and bus priority coordination requests that reflect future queue requirements, and generates a coordinated induction control scheme based on the traffic decision-making information of the current edge intersection based on real-time queue, upstream and downstream coordinated fleet requests, and bus priority requests, so as to achieve the coordinated optimization of the immediate queue demand and future coordinated fleet demand at this intersection.

[0014] Preferably, the lightweight intersection coordination control mainly is the coordinated induction control based on the minimum delay at the intersection.

[0015] The present invention also provides a lightweight intersection traffic signal coordination control system, including: A central control module, which is used to fuse multi-source traffic data, generate a traffic signal coordination scheme for the regional global, and decouple the set of coordinated steering pairs; An edge control module, which is used to receive the coordination scheme, adjust the signal timing in real time according to the coordination mode of the coordinated steering pair, and support single-intersection induction control; A communication unit for data transmission between the center and the edge modules, as well as for coordinating request communication between edge signal machines.

[0016] Preferably, the edge control module includes a bus green wave coordination unit for dynamically adjusting the green light time according to the bus green wave request.

[0017] The present invention provides a lightweight intersection traffic signal coordination control method, which has the following beneficial effects: 1. Through regional signal coordination optimization, the upstream and downstream intersections can be accurately synchronized, reducing the waiting time of vehicles at intersections, improving the overall traffic capacity, and alleviating traffic congestion.

[0018] 2. The present invention adopts a bus green wave coordination strategy to dynamically adjust the signal timing according to the real-time position of buses, ensuring the priority of buses and improving the punctuality rate and operation efficiency of public transportation.

[0019] 3. The present invention combines inductive control and green ratio optimization algorithm to dynamically adjust the green light time according to the real-time traffic flow, making the signal control adapt to the traffic flow changes and effectively reducing the average delay time of vehicles.

[0020] 4. When there is no coordination request, the edge signal machine controls by single intersection induction, automatically adjusting the signal cycle according to the traffic flow changes, avoiding the inefficiency caused by fixed timing, and improving the intersection adaptability.

[0021] 5. The present invention adopts multi-source data fusion and intelligent optimization algorithm to achieve precise perception and regulation of traffic flow, improving the intelligence level of signal lamp scheduling, and providing technical support for intelligent traffic management. Description of the Drawings

[0022] Figure 1 It is a schematic diagram of the center-edge collaborative architecture of the present invention; Figure 2 It is a schematic diagram of the method flow of the present invention; Figure 3 It is a flowchart of the single intersection coordination induction control execution of the present invention; Figure 4 It is a schematic diagram of the system architecture of the present invention.

[0023] Among them, 10 is the central control module; 20 is the edge control module; 30 is the communication unit. Detailed Embodiments

[0024] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0025] Please refer to the attached Figure 1 - attached Figure 3 , the present invention provides a lightweight intersection traffic signal coordination control method, which realizes the dynamic coordination of regional traffic signals by combining central global optimization and edge real-time control. The core of this method is to generate a global coordination plan and then perform decoupling and edge execution through lightweight turns, reducing coordination switching losses while supporting bus priority.

[0026] The lightweight intersection traffic signal coordination control method of the present invention is based on a center-edge collaborative architecture, as Figure 1 shown, consisting of a central control module (control center) and edge control modules (edge 1 and 2), and the two realize data interaction through a communication unit. The central module is responsible for global data analysis and coordination plan generation, and the edge module is responsible for real-time signal control. The specific process is as follows: 1. Central module: Generate a regional global traffic signal coordination plan based on multi-source data fusion and perform decoupling processing on the set of coordinated turn pairs.

[0027] 2. Edge module: Receive the coordination plan, execute the coordination control strategy, and at the same time support single-intersection induction control.

[0028] The following will elaborate on the implementation manner of the present invention in detail in combination with specific steps.

[0029] As Figure 2 shown, the lightweight intersection traffic signal coordination control method may include the following steps: S1. The central control module generates a regional global traffic signal coordination plan based on multi-source traffic data fusion analysis; S2. Perform decoupling processing on the set of coordinated turn pairs, eliminate coordination conflicts, and generate a lightweight coordinated turn pair set that can be executed by the edge; S3. The edge control module receives the timing information and the decoupled set of coordinated turn pairs, determines the phase difference reference, and establishes a communication relationship between signal machines; S4. The edge control module adjusts the signal light timing in real time according to the coordination method of the coordinated turn pair to control the green light passage of the coordinated vehicle fleet; S5. When there is no coordination request, the edge control module executes single-intersection induction control.

[0030] For step S1, the central control module generates a traffic signal coordination plan for the entire region based on the fusion analysis of multi-source traffic data. The central control module receives traffic flow index data from multiple data sources. The data sources include: Vehicle-to-Everything (V2X) trajectory data: real-time speed, location, driving trajectory, etc. of vehicles.

[0031] Fixed detector data at intersections: including queue length, lane occupancy, traffic flow, etc.

[0032] Urban road network topology configuration data: the structural relationship between each intersection and road in the road network.

[0033] Signal control operation record data: including historical timing plans, green signal ratios, cycle lengths, etc. of each intersection.

[0034] By fusing these multi-source data, the central control module establishes a traffic state perception model and determines the signal cycle and green signal ratio according to the principle of balance between traffic capacity and traffic demand. After determining the signal cycle and green signal ratio, the central control module converts the coordination requirements between intersections into a set of coordination turning pairs (CTP). Each coordination turning pair represents the coordination information between a pair of upstream and downstream intersections. Each coordination turning pair includes: The turning phase of the upstream intersection; The turning phase of the downstream intersection; The main line number; The position of the main line; The phase difference; The coordination method (such as "downstream coordinates upstream" or "upstream coordinates downstream").

[0035] An example of the structure of the coordination turning pair is as follows: P = [(θ u , θ d , r, p, Δt, γ)] Where: θ u Is the turning phase of the upstream intersection (e.g., "west straight").

[0036] θ d Is the turning phase of the downstream intersection (e.g., "west straight").

[0037] r is the main line number.

[0038] p is the position of the main line in the road network.

[0039] Δt is the phase difference, representing the time difference between upstream and downstream (unit: seconds).

[0040] γ is the coordination method, indicating whether it is "downstream coordinates upstream" or "upstream coordinates downstream".

[0041] The central control module generates a complete set of coordinated turning pairs for all intersections for subsequent processing.

[0042] For step S2, decoupling processing is performed on the initially generated set of coordinated turning pairs to eliminate possible coordination conflicts and ensure the smooth execution of signal coordination at each intersection. This step is based on the situation where two main lines intersect in area coordination. Through certain algorithms and logical processing, the set of coordinated turning pairs is simplified into coordinated requests suitable for edge devices to execute.

[0043] First, all intersections are initialized with the status coor_looked = false, indicating that these intersections have not been processed. This status is used to mark whether an intersection has been occupied by the coordinated signals of other main lines, so as to judge whether there are coordination conflicts in subsequent processing.

[0044] Subsequently, traversal is performed in ascending order of the main line numbers, and each time the coordinated turning pairs in the main line are traversed. Each turning pair contains an upstream intersection and a downstream intersection.

[0045] For each turning pair in the main line, the following logic is used for processing: If the coor_looked flag of the downstream intersection is true, it means that this intersection has been occupied by the coordinated signals of other main lines. In this case, the coordination method of the current turning pair needs to be modified, that is, the coordination method of this turning pair is changed to "upstream coordinates downstream", that is, the downstream intersection coordinates the signals of the upstream intersection.

[0046] If the coor_looked flag of the downstream intersection is false, it means that this intersection has not been occupied by other main lines, so the coordination method of the current turning pair is not changed. At the same time, the coor_looked flag of the downstream intersection is set to true, indicating that this intersection has been occupied by the coordinated signals of the current main line to prevent subsequent conflicts.

[0047] After the decoupling processing, an updated set of coordinated turning pairs is obtained. The coordination methods in this set have been adjusted according to the occupancy of the intersections, avoiding the conflict that two upstream intersections coordinate the same downstream intersection when two main lines intersect.

[0048] At this time, the set of coordinated turning pairs is simplified to process only one coordinated request for each intersection, thus providing simplified and clear coordination information for the execution of edge devices.

[0049] In one embodiment, assume the set of turning pairs is Where: u i represents the upstream intersection; d i represents the downstream intersection; r represents the trunk line number; p represents the position of the trunk line; Δt represents the phase difference (unit: second); γ represents the coordination method.

[0050] The decoupling process is as follows: Initialize coor_looked = false for all intersections; Traverse all trunk lines by trunk line number: Traverse the turning pair set of the trunk line according to the position of the trunk line; For each pair (u_i, d_i); If coor_looked of d_i == true; Change the coordination method γ of this pair to "upstream coordinates downstream"; Otherwise, do not change γ, and mark coor_looked of d_i as true; Return the decoupled turning pair set.

[0051] This algorithm traverses all trunk lines and turning pairs, and judges whether the coordination method needs to be modified based on the coor_looked status flag, finally ensuring that the coordination requirements of all intersections are reasonably met and there are no conflicts.

[0052] By implementing the decoupling process in step S2, it is possible to eliminate potential turning pair conflicts, ensure that the coordinated signals of each intersection are effectively executed during the regional coordination process. This method not only simplifies the execution process of edge devices, but also improves the efficiency and accuracy of regional traffic signal coordination, avoids potential conflicts in the traffic signal system, and thus realizes more efficient traffic management.

[0053] For step S3, transmit the decoupled coordinated turning pair set in step S2 to the edge signal control unit, and let this unit execute signal coordination control. The edge signal control unit is responsible for controlling the signal cycle and green signal ratio of each intersection according to the content of the coordinated turning pair set, ensuring the coordination and smooth traffic flow between intersections.

[0054] The edge signal control unit receives the coordinated turning pair set from the center. Each coordinated turning pair contains relevant coordination request information, including coordination method, phase difference, trunk line number, upstream and downstream intersections, etc. Through the following process, the edge signal control unit executes specific signal control tasks.

[0055] The edge signal control unit first receives the decoupled set of coordinated turns sent by the center.

[0056] After receiving the coordinated turns, the edge signal control unit performs the following operations according to the content of each coordinated turn: Update the intersection signal cycle: According to the timing information transmitted by the center, set the signal light cycle and green ratio of each intersection. The signal cycle is provided by the previous timing information, and the green ratio is determined according to the coordination method.

[0057] Process the coordination method of the coordinated turns: The edge signal control unit controls the signal lights according to the coordination method (such as "downstream coordinates upstream" or "upstream coordinates downstream"). If the current coordination method is "downstream coordinates upstream", the signal light control of the downstream intersection takes precedence to ensure that the signals of the upstream intersection are coordinated under the control of the downstream intersection; conversely, if the coordination method is "upstream coordinates downstream", the signal light control of the upstream intersection takes precedence.

[0058] Update the phase difference: The phase difference Δt is applied to the arrangement of the signal light cycle to ensure the smooth transition of the traffic flow between the upstream and downstream intersections. Specifically, the phase difference refers to the signal light time difference between the upstream and downstream intersections, which is usually used to coordinate the signal switching of different intersections to avoid traffic jams.

[0059] Based on the above information, the edge signal control unit activates a specific signal control mechanism. The signal control process includes the following aspects: Signal cycle adjustment: The edge signal control unit sets the signal cycle C i and the green ratio g i to the information provided by the central control module, so as to ensure that the signal lights at each intersection can work according to the predetermined cycle.

[0060] Processing of the coordination method: For each coordinated turn, the edge signal control unit adjusts the signal switching method of the corresponding intersection according to the coordination method. For example, in the "downstream coordinates upstream" mode, the edge unit will give priority to processing the signals of the downstream intersection to ensure that the traffic at the upstream intersection can pass through in time.

[0061] Phase difference adjustment: The edge signal control unit adjusts the time difference of the signal lights at each intersection according to the phase difference information sent by the center to ensure the smooth transition of the traffic flow.

[0062] After the edge signal control unit executes the signal control, it outputs a control signal to the signal lights at the intersection to ensure that the traffic signals at each intersection can be adjusted according to the coordination plan. The edge control unit precisely controls the signal lights at the intersection according to the real-time traffic flow and signal cycle to achieve the expected traffic flow effect.

[0063] For step S4, the edge intersection set synchronizes the clock. After receiving the coordinated turning pair, it performs real-time signal control adjustment according to the minimum coordination unit (i.e., the coordinated turning phase pair between the upstream and downstream intersections). The purpose of coordinated signal control is to ensure that the coordinated vehicle platoon can pass through the intersection with low delay by synchronizing the green light time of the upstream and downstream intersections and the phase difference of the road section.

[0064] First, the coordinated turning pair is defined as the signal coordinated control between the upstream and downstream intersections. To enable the coordinated vehicle platoon to pass through with low delay, it is necessary to ensure that the green light start time at the downstream intersection coincides with the arrival time of the vehicle platoon at the upstream intersection. This requires adjusting the control time of the signal lights according to the phase difference of each turning pair.

[0065] The calculation formula for the phase difference is as follows: Where: L is the length of the coordinated road section (unit: meter), representing the road section length from upstream to downstream.

[0066] v is the average speed of the road section (unit: meter per second), representing the average speed of vehicle travel.

[0067] d is the queue length at the downstream intersection (unit: meter), representing the length of the vehicle queue at the downstream intersection.

[0068] h is the saturated headway (unit: second), representing the headway between vehicles when passing through the intersection.

[0069] This formula is used to calculate the phase difference Δt of the turning pair, that is, the signal time difference between the upstream and downstream intersections.

[0070] According to different coordination methods, the signal control strategies of the edge intersections are also different. There are two cases of coordination methods: downstream coordinates upstream and upstream coordinates downstream.

[0071] When the coordination method is downstream coordinates upstream, the signal control logic is as follows: When the green light of the upstream coordination phase starts to light, the upstream signal machine needs to send a coordination request to the downstream.

[0072] After receiving the coordination request, the downstream signal machine calculates the coordinated countdown of the downstream intersection according to the received coordination request time and the calculated phase difference Δt.

[0073] The reference calculation formula for the green light request time in the downstream coordination phase is: T down2up =T up +Δt; Where, T down2up is the green light request time of the downstream in the turning pair of downstream coordinates upstream, T upIt is the starting time of the green light of the corresponding phase at the upstream intersection coordinated by the downstream.

[0074] When the countdown of the requested green light time ends, the downstream signal lights up the green light of the coordinated phase, so as to ensure that the coordinated vehicle platoon can pass through the downstream intersection smoothly.

[0075] When the coordination mode is upstream coordinating downstream, the signal control logic is as follows: When the green light of the downstream coordinated phase starts to light up, the downstream signal needs to send a coordination request to the upstream.

[0076] After receiving the coordination request, the upstream signal calculates the coordinated countdown of the upstream intersection according to the received coordination request time and the calculated phase difference Δt.

[0077] The reference calculation formula for the green light request time in the upstream coordinated phase is: T up2down =T down -Δt=T down-2*Δt +Δt; Among them, T up2down represents the starting time of the requested green light of the coordinated phase of the upstream coordinated downstream steering pair for the upstream intersection, T down is the starting time of the green light of the coordinated phase of the upstream coordinated downstream steering pair for the downstream intersection, T down-2*Δt is the flag time two phase differences ahead of the coordinated phase at the downstream intersection.

[0078] When the countdown of the requested green light time ends, the upstream signal lights up the green light of the coordinated phase, so as to ensure that the coordinated vehicle platoon can pass through the upstream intersection smoothly.

[0079] Through step S4, the edge signal control module can achieve precise coordinated control, enabling the signal lights at the upstream and downstream intersections to light up coordinately, minimizing traffic delays to the greatest extent. Through phase difference calculation and coordinated countdown adjustment, the coordinated vehicle platoon can pass through each intersection smoothly, thereby improving traffic flow efficiency and optimizing the execution process of traffic signals.

[0080] In a preferred embodiment, the edge control module not only supports the coordination of ordinary traffic flow but also supports the green wave coordinated passing requirements of buses. As Figure 3 shown, it shows the flow chart of coordinated execution with buses participating.

[0081] This is achieved by dynamically adjusting the signal timing when buses pass, ensuring that buses can pass through intersections preferentially, improving the on-time rate and service level of public transportation.

[0082] When the bus has a need for green wave coordination, the bus sends a green wave coordination request to the downstream intersection. After receiving the request, the edge control module calculates the green wave countdown for the bus in real time according to the signal control algorithm and traffic conditions.

[0083] To ensure that the bus can reach the intersection at the appropriate time and pass smoothly, the edge control module needs to adjust the signal timing in real time. At this time, the control algorithm calculates the green light time required for the bus based on the current position of the bus, the average speed of the road section, the queue length at the current intersection, and the saturated headway time.

[0084] In this preferred embodiment, the calculation formula for the green wave countdown is as follows: Where: L bus is the distance from the current position of the bus to the intersection (unit: meters).

[0085] v is the average speed of the road section (unit: m / s), representing the average speed of vehicle travel.

[0086] d queue is the queue length at the current intersection (unit: meters), representing the length of the waiting vehicles at the intersection.

[0087] h is the saturated headway time (unit: seconds), representing the headway between vehicles.

[0088] According to this formula, first calculate the time required for the bus to reach the intersection, and then subtract the impact of the queue length at the intersection on traffic, that is, adjust the passing time by the ratio of the queue length to the saturated headway time.

[0089] The starting time of the green light for the corresponding bus priority request coordination phase is: T bus =T req +Δt bus Where, T req is the time when the bus priority request is initiated.

[0090] After receiving the green wave coordination request, the edge control module dynamically adjusts the signal timing of the intersection according to the calculated countdown information: Countdown and green light time allocation: The edge control module dynamically adjusts the green light time of the signal light according to the countdown calculation result to ensure that the bus can pass through the intersection at the green wave coordination time. For this purpose, the control module will calculate the appropriate green light duration according to the remaining green light time in the current phase and the countdown of the bus.

[0091] Green wave coordination execution: When the countdown ends, the signal lights at the downstream intersection will switch to the green wave coordination phase on time, allowing the bus to pass smoothly. After the bus passes, the intersection returns to the normal inductive control mode and continues to process other traffic flows.

[0092] Through this preferred embodiment, the edge control module can not only ensure the coordinated passage of ordinary traffic flows, but also dynamically adjust the signal light timing according to the real-time position and traffic status of the bus. The bus can pass smoothly during the green wave period, thereby improving the punctuality rate and service level of public transportation and reducing the delay time of the bus.

[0093] For step S5, when the edge signal control module does not receive a coordination request, it defaults to the single intersection inductive control mode. This mode calculates the optimal green signal ratio and phase conversion rules by real-time monitoring of traffic flow data to ensure the optimal signal light timing.

[0094] The vehicle detector obtains data such as traffic flow, speed, and queue length. The edge control module calculates the green signal ratio and adjusts the signal cycle to optimize the traffic efficiency.

[0095] If there are conditions such as radar and vision for real-time detection of queue length at the edge, directly use the real-time queue data at the intersection. Otherwise, it is necessary to predict the real-time queue length of each turn according to the proportion of coordinated traffic flow of each turn and the traffic demand of each turn during the statistical time interval. Queue turn =demand turn ×(1 - coratio turn ) Where, Queue turn is the real-time queue of each turn, demand turn is the traffic demand of each turn during the statistical time interval. The statistical time interval is the time interval from the start time of the green light of this turn to the start time of the green light of the previous turn. coratio turn refers to the proportion of coordinated traffic flow of the upstream and downstream turns of the turn.

[0096] Based on the real-time queue length at the intersection reflecting the current demand for passing through the intersection, and the upstream and downstream coordinated vehicle fleet requests and bus priority request information reflecting the future traffic demand at the intersection, process and fuse the current and future requests, and take the minimum intersection delay time as the optimization goal to obtain the phase switching time table of the current and future optimal inductive control scheme. The specific optimization objective function is expressed as: Where: w ij represents the vehicle delay time (unit: seconds) at intersection i in phase j; N is the total number of intersections; M is the number of phases at each intersection.

[0097] By traversing the solutions that meet the traffic safety rules at the intersection, match the traffic demand and coordination requirements at the intersection, an induction control phase switching scheme with the overall traffic delay at the intersection as the goal is obtained.

[0098] In this mode, the signal light cycle can be adjusted adaptively to reduce the average waiting time and improve the traffic efficiency of a single intersection.

[0099] Generally speaking, the present invention provides an intelligent traffic signal control method based on regional coordination, including the generation of a coordination scheme by the central control module, the decoupling processing of turning pairs, the execution by the edge signal control unit, the bus green wave priority, and the single intersection induction control. After receiving the coordination request countdown, the edge signal control unit calculates the phases, phase sequence, and phase time to be executed during the countdown according to the goals such as the phase safety rules of the signal machine and the unit traffic time benefit at the intersection, and completes the transition from the current phase to the coordination phase, ensuring that the coordinated vehicle fleet can pass through with a green light or low delay. Through the fusion of multi-source traffic data, the signal coordination within the region is optimized, and the green light time is adjusted by using phase difference calculation and dynamic countdown adjustment to achieve precise synchronization of upstream and downstream intersections. This method takes into account the needs of both general traffic and bus priority, improves the signal control efficiency, reduces traffic delays, enhances the road traffic capacity, and provides an efficient and flexible solution for intelligent traffic management.

[0100] The lightweight intersection traffic signal coordination control system described below can be referred to in correspondence with the lightweight intersection traffic signal coordination control method described above.

[0101] Please refer to the appendix Figure 4 , the present invention also provides a lightweight intersection traffic signal coordination control system, including: A central control module 10, configured to fuse multi-source traffic data, generate a traffic signal coordination scheme for the entire region, and perform decoupling processing on the set of coordinated turning pairs; An edge control module 20, configured to receive the coordination scheme, adjust the signal light timing in real time according to the coordination method of the coordinated turning pairs, and support single intersection induction control; the edge control module includes a bus green wave coordination unit, configured to dynamically adjust the green light time according to the bus green wave request; A communication unit 30, configured to perform data transmission between the central and edge modules, and perform coordination request communication between edge signal machines.

[0102] The system of this embodiment can be used to execute the method embodiment described above, and its principle and technical effects are similar, and will not be elaborated here.

[0103] Although embodiments of the present invention have been shown and described, those of ordinary skill in the art will appreciate that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A lightweight intersection traffic signal coordination control method, characterized in that: The following steps are involved: The central control module generates a regional global traffic signal coordination plan based on multi-source traffic data fusion analysis, and the coordination plan includes timing information and a set of coordinated turn pairs; Decoupling the coordinated steering pair set, eliminating coordination conflicts, and generating an edge-executable lightweight coordinated steering pair set; The edge control module receives the timing information and the decoupled coordinated turn pair set, determines the coordinated phase difference reference, and establishes a communication relationship between the signal machines; The edge control module adjusts the timing of the signal lights in real time according to the coordination method of the coordinated turning pairs, and controls the coordinated fleet to pass with green lights.

2. The lightweight intersection traffic signal coordination control method according to claim 1 is characterized in that: The multi-source traffic data includes at least one of vehicle network trajectory data, intersection fixed detector data, urban road network topology data, and signal control operation record data.

3. The lightweight intersection traffic signal coordination control method according to claim 1 is characterized in that: The step of decoupling the coordinated steering pair set comprises: Traverse the coordinated turning pair set according to the trunk priority number. If the downstream intersection of the current coordinated pair has been marked as coordinated occupied, adjust the coordination mode to upstream coordinated downstream; otherwise, keep downstream coordinated upstream and mark the downstream intersection.

4. The lightweight intersection traffic signal coordination control method according to claim 1 is characterized in that: The calculation formula for the coordinated fleet phase difference of the steering pair is: Among them, L is the length of the coordinated section, v is the average speed of the section, d is the downstream queue length, and h is the saturated headway.

5. The lightweight intersection traffic signal coordination control method according to claim 1 is characterized in that: The step of the edge control module adjusting the timing of the signal light in real time according to the coordination mode of the coordinated steering pair includes: If the coordination mode is downstream coordinating upstream, the downstream signal will calculate the countdown based on the phase difference and light up the coordination green light after the countdown ends; If the coordination mode is upstream coordinating downstream, the upstream signal will calculate the countdown based on the downstream phase dynamic schedule and phase difference, and light up the coordination green light after the countdown ends; The reference relationship for requesting coordination of the green light on time is: T up2down =T down -Δt=T down-2*Δt +Δt T down2up =T up +Δt Among them, T up2down Indicates the upstream intersection coordination phase request green light reference value for the upstream coordination downstream turn alignment; T down It indicates the estimated time when the green light turns on at the corresponding phase of the downstream intersection coordinated by the upstream and downstream; T down-2*Δt It indicates the time when the phase of the downstream intersection corresponding to the upstream coordinated downstream steering alignment is advanced by 2 times Δt; T down2up It indicates the downstream coordination of the upstream steering alignment and the reference value of the green light on time of the downstream intersection coordination phase; T up It indicates that the downstream coordinates the upstream steering alignment and the green light of the corresponding phase at the upstream intersection turns on.

6. The lightweight intersection traffic signal coordination control method according to claim 1 is characterized in that: The step of the edge control module adjusting the timing of the signal light in real time according to the coordination mode of the coordinated steering pair also includes: Receive the bus green wave coordination request, calculate the bus green wave countdown according to the bus position and road section parameters, and the bus priority coordination phase request green light on time, and dynamically adjust the green light time to ensure the green light passage of the bus. The green wave coordination phase request green light on time countdown calculation formula is: Among them, L bus is the distance from the current location of the bus to the intersection, v is the average speed of the section, d queue is the queue length at the intersection, h is the saturated headway; The reference relationship for coordinating the green light on time is: T bus =T req +Δt bus Among them, T bus is the green light on time of the coordinated intersection phase for bus priority request, T req The time when the bus priority request is initiated.

7. The lightweight intersection traffic signal coordination control method according to claim 1 is characterized in that: The method further includes: a method for generating a real-time queue provides two methods according to the detection means: Real-time detection of the queue situation at the intersection based on sensing equipment; The queue length is estimated in real time based on the turning-to-coordinated flow ratio and the turning traffic demand at statistical time intervals.

8. The lightweight intersection traffic signal coordination control method according to claim 1 is characterized in that: The method also includes: the edge control module quantitatively evaluates the real-time queue generation of the basic sensing control demand of the reaction intersection, and the coordinated steering of the future queue demand to the coordination request of the fleet and bus priority, and generates the coordinated sensing control plan based on the traffic decision information of the current edge intersection based on real-time queue, upstream and downstream coordinated fleet request, and bus priority request, so as to realize the coordinated optimization of the immediate queue demand and future coordinated fleet demand of this intersection.

9. A lightweight intersection traffic signal coordination control system, used to execute the lightweight intersection traffic signal coordination control method according to any one of claims 1 to 8, characterized in that: include: The central control module is used to integrate multi-source traffic data, generate a regional global traffic signal coordination plan, and decouple the coordinated turn pair set; The edge control module is used to receive the coordination plan, adjust the signal light timing in real time according to the coordination request of the coordinated turn pair and the bus priority request, and support single intersection sensing control; The communication unit is used for data transmission between the center and edge modules, and coordination request communication between edge signal machines.

10. The lightweight intersection traffic signal coordination control system according to claim 9, characterized in that: The edge control module includes a bus green wave coordination unit, which is used to dynamically adjust the green light time according to the bus green wave request.

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