Road traffic simulation method based on cellular automaton model and related equipment

Abstract

The invention discloses a road traffic simulation method based on a cellular automaton model and related equipment, and relates to the technical field of traffic, and the method comprises the steps: constructing a non-signal-control T-shaped intersection scene, and adding a non-signal-control T-shaped intersection on a one-way double lane provided with a roadside bus station; modeling is carried out on main road vehicle behaviors and branch road vehicle behaviors in the non-signal-control T-shaped intersection scene; constructing a signal control T-shaped intersection scene, namely adding a signal control T-shaped intersection on a one-way double lane provided with a roadside bus station; modeling is carried out on main road vehicle behaviors and branch road vehicle behaviors in the signal control T-shaped intersection scene; and road traffic simulation is carried out by using vehicle behaviors in the non-signal-control T-shaped intersection scene and the signal-control T-shaped intersection scene. According to the method, the intersections and the bus stations are considered during modeling aiming at the scene of the mixed traffic flow on the urban road, and the vacancy in the prior art is filled.

Description

Technical Field

[0001] The present application relates to the field of traffic technology, and in particular to a road traffic simulation method and related equipment based on a cellular automaton model. Background Art

[0002] Most current modeling of mixed traffic flows (mixed traffic flows refer to traffic flows with both autonomous vehicles and conventional vehicles) is conducted on highways and straight roads. Few models consider the complexities of urban road scenarios. Intersections and bus stops, as key factors influencing urban road traffic flow, are an integral part of urban road modeling. However, existing technologies do not model these factors. Summary of the Invention

[0003] In view of this, the embodiments of the present application provide a road traffic simulation method and related equipment based on a cellular automaton model to construct a mixed traffic flow model considering intersections, filling the gaps in the existing technology.

[0004] An aspect of an embodiment of the present application provides a road traffic simulation method based on a cellular automaton model, the method comprising the following steps:

[0005] The scenario of constructing a non-signalized T-intersection is to add a non-signalized T-intersection on a one-way two-lane road with a roadside bus stop;

[0006] Modeling the main road vehicle behavior and branch road vehicle behavior in the non-signaled T-intersection scenario respectively;

[0007] The signal-controlled T-intersection scenario is to add a signal-controlled T-intersection on a one-way two-lane road with a roadside bus stop.

[0008] Modeling the main road vehicle behavior and branch road vehicle behavior in the signal-controlled T-intersection scenario respectively;

[0009] Road traffic simulation is performed using the vehicle behaviors in the non-signaled T-intersection scenario and the signaled T-intersection scenario.

[0010] In some embodiments, the construction of a non-signaled T-junction scenario is to add a non-signaled T-junction on a one-way two-lane road with a roadside bus stop, including the following steps:

[0011] The main road of the unsignalized T-intersection scenario is divided into the symmetrical lane-changing area upstream of the bus station as section A, the asymmetrical lane-changing area upstream of the bus station as section B, the bus station area as section C, the symmetrical lane-changing area downstream of the bus station as section D, the asymmetrical lane-changing area upstream of the intersection as section E, the prohibited lane-changing area at the intersection as section F, and the symmetrical lane-changing area downstream of the intersection as section G; wherein section F is connected to the branch road;

[0012] The branches of the non-signaled T-intersection scenario are divided into outgoing branches and incoming branches.

[0013] In some embodiments, the step of modeling the main road vehicle behavior in the non-signaled T-intersection scenario includes the following steps:

[0014] The main road vehicles that need to turn right at the intersection to enter the branch road are regarded as main road right-turning vehicles. After entering section E, the main road right-turning vehicles are set to follow the preset lane-changing rules to change lanes to the merging branch road;

[0015] When the right-turning vehicle on the main road meets the preset lane-changing rules, the lane-changing operation will be executed; at the same time, if the right-turning vehicle on the main road entering section E cannot change lanes to the merging branch road, it is determined whether deceleration is required; if deceleration is required, the right-turning vehicle on the main road is set to decelerate at a safe deceleration rate until the lane change is successful;

[0016] When the right-turning vehicle on the main road enters the braking zone of section F and there is no vehicle in the braking zone of the branch road, the right-turning vehicle on the main road is set to enter the outgoing branch road;

[0017] When the right-turning vehicle on the main road enters the braking zone of section F and there is a vehicle in the braking zone of the branch road, the speed of the right-turning vehicle on the main road is compared with the speed of the vehicle in the braking zone of the branch road, and the priority of passing through the branch road is determined, and each vehicle is set to pass through the branch road in turn according to the priority.

[0018] In some embodiments, the step of modeling the branch road vehicle behavior in the non-signaled T-intersection scenario includes the following steps:

[0019] Before entering the braking zone of the intersection, vehicles on the branch road are required to reduce their speed to the maximum speed allowed by the branch road intersection;

[0020] The priority of passing through the branch road is determined based on the speed of vehicles merging into the branch road after entering the braking zone and the speed of vehicles in the braking zone of the main road, and each vehicle is set to pass through the branch road in turn according to the priority.

[0021] In some embodiments, the construction of a signal-controlled T-intersection scenario is to add a signal-controlled T-intersection on a one-way two-lane road with a roadside bus stop, including the following steps:

[0022] The main road of the signal-controlled T-intersection scenario is divided into a symmetrical lane-changing area upstream of the bus station as section A, an asymmetrical lane-changing area upstream of the bus station as section B, the bus station area as section C, a symmetrical lane-changing area downstream of the bus station as section D, an asymmetrical lane-changing area upstream of the intersection as section E, a prohibited lane-changing area at the intersection as section F, and a symmetrical lane-changing area downstream of the intersection as section G; wherein section F is connected to the branch road;

[0023] Divide the branches of the signal-controlled T-intersection scenario into outgoing branches and incoming branches;

[0024] The first signal light is set in section F and the second signal light is set in the branch road.

[0025] In some embodiments, the step of modeling the main road vehicle behavior in the signal-controlled T-intersection scenario includes the following steps:

[0026] When the first signal light is red, if the vehicle is not turning right and the front position of the vehicle has not exceeded the red light stop line, the corresponding vehicle is set to slow down until it comes to a complete stop; if the front position of the vehicle has exceeded the red light stop line, the corresponding vehicle is set to continue driving;

[0027] When the second signal light is green, the leading vehicle in each lane of the main road braking area determines the passage mode according to the remaining time on the green light and the vehicle speed; the non-leading vehicles in each lane of the main road braking area are set to maintain the following driving mode;

[0028] For a vehicle at the main road intersection, the vehicle's passage mode is determined according to whether the vehicle is turning right and the signal of the second signal light.

[0029] In some embodiments, the step of modeling the branch road vehicle behavior in the signal-controlled T-intersection scenario includes the following steps:

[0030] For vehicles in the braking zone of the merging branch road, if the first signal light is red, the branch road vehicles are set to decelerate at a safe deceleration until they stop at the stop line of the intersection, and then wait for the first signal light to turn green; if the first signal light is green, the passage method of the branch road vehicles is set according to whether the vehicle can exit the intersection before the end of the green light cycle.

[0031] Another aspect of the present application further provides a road traffic simulation device based on a cellular automaton model, the device comprising:

[0032] The non-signalized control scenario construction unit is used to construct a non-signalized control T-intersection scenario by adding a non-signalized control T-intersection on a one-way two-lane road with a roadside bus stop;

[0033] A non-signaled vehicle behavior modeling unit, configured to model the main road vehicle behavior and the branch road vehicle behavior in the non-signaled T-intersection scenario;

[0034] The signal control scenario construction unit is used to construct a signal control T-intersection scenario by adding a signal control T-intersection on a one-way two-lane road with a roadside bus stop.

[0035] A signal-controlled vehicle behavior modeling unit, configured to model the main road vehicle behavior and the branch road vehicle behavior in the signal-controlled T-intersection scenario respectively;

[0036] A road traffic simulation unit is used to perform road traffic simulation using the vehicle behaviors in the non-signaled T-intersection scenario and the signaled T-intersection scenario.

[0037] Another aspect of the embodiments of the present application further provides an electronic device, including a processor and a memory;

[0038] The memory is used to store programs;

[0039] The processor executes the program to implement any of the above methods.

[0040] Another aspect of the embodiments of the present application further provides a computer-readable storage medium, wherein the storage medium stores a program, and the program is executed by a processor to implement any of the above methods.

[0041] This application has at least the following beneficial effects:

[0042] This application can construct a non-signaled T-intersection scenario by adding a non-signaled T-intersection to a one-way two-lane road with a roadside bus stop; separately model the main road vehicle behavior and branch road vehicle behavior in the non-signaled T-intersection scenario; construct a signal-controlled T-intersection scenario by adding a signal-controlled T-intersection to a one-way two-lane road with a roadside bus stop; separately model the main road vehicle behavior and branch road vehicle behavior in the signal-controlled T-intersection scenario; and perform road traffic simulation using the vehicle behavior in the non-signaled T-intersection scenario and the signal-controlled T-intersection scenario. This application addresses the scenario of mixed traffic on urban roads, taking intersections and bus stops into consideration when modeling, filling a gap in the existing technology. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0044] Figure 1 A schematic diagram of a road traffic simulation method based on a cellular automaton model provided in an embodiment of the present application;

[0045] Figure 2 Schematic diagram of a cellular automaton model for a T-shaped unsignaled intersection provided in an embodiment of the present application;

[0046] Figure 3 Schematic diagram of section F in a non-signaled intersection provided in an embodiment of the present application;

[0047] Figure 4 A schematic diagram of the right-of-way determination rule in a non-signaled intersection scenario provided in an embodiment of the present application;

[0048] Figure 5 Schematic diagram of a cellular automaton model for a T-type signalized intersection provided in an embodiment of the present application;

[0049] FIG6( a ) is a phase diagram of a T-shaped signalized intersection provided in an embodiment of the present application;

[0050] FIG6( b ) is another phase diagram of a T-shaped signalized intersection provided in an embodiment of the present application;

[0051] Figure 7 A schematic diagram of section F in a signal-controlled intersection provided in an embodiment of the present application;

[0052] Figure 8 The signal-controlled intersection provided in the embodiment of the present application Example flow chart for regional vehicle behavior judgment;

[0053] Figure 9 This is a structural block diagram of a road traffic simulation device based on a cellular automaton model provided in an embodiment of the present application. DETAILED DESCRIPTION

[0054] In order to make the purpose, technical solutions and advantages of this application more clearly understood, the present application is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0055] Before describing the embodiments of the present application in detail, some of the related technologies involved in the embodiments of the present application are first described as follows:

[0056] The development of connected and autonomous vehicles (CAVs) will make mixed traffic flows a key feature of urban transportation. Scholars are actively studying the impact of CAVs on urban road traffic. With the emergence of mixed traffic environments, the complexity of urban transportation systems is reflected not only in the changes in vehicle types but also in the need for coordinated optimization of transportation infrastructure. Given that the widespread adoption of CAVs will require time, this application cannot fully simulate the actual application of CAVs at this stage.

[0057] Modeling and simulating road traffic systems helps to understand traffic phenomena, evaluate traffic strategies, and optimize traffic performance. Among various traffic modeling methods, cellular automata (CA) models have been widely used due to their simplicity, flexibility, and efficiency. CA models divide roads into discrete units and update the unit states according to transition rules. CA models can capture the microscopic characteristics of traffic flow and reproduce macroscopic phenomena such as shock waves, phase transitions, and congestion.

[0058] Cellular automaton (CA) models are widely used in road traffic system simulations. However, most existing CA models are designed for highway scenarios or simple through lanes, without considering the mutual influence between the design of bus stops and mixed traffic flows. To address this issue, this application proposes to use a traffic simulation model to study the optimization scheme for bus station design. The simulation model can help researchers predict the optimal type and capacity of bus stations under different traffic flows and road conditions, analyze the impact of bus stations on surrounding traffic flows, and provide a scientific basis for the reasonable design of the distance between bus stations and intersections. Therefore, the simulation model based on mixed traffic flow proposed in this application can not only provide specific quantitative indicators for the design of bus stations, but also provide decision support for urban traffic planners, helping to achieve a coordinated layout of bus stations and intersections.

[0059] The simulation model in this application primarily considers the impact of T-intersections, discusses vehicle interaction rules under both non-signal control and signal control, and considers bus stops and different types of vehicles, including automated driving cars (CACs), automated driving buses (CABs), regular cars (RCs), and regular buses (RBs). This application extends the two-state safe speed model (TSM) to simulate urban road vehicles and improves its performance by avoiding abnormally large decelerations.

[0060] Reference Figure 1 The embodiment of the present application provides a road traffic simulation method based on a cellular automaton model, which specifically includes the following steps S100 to S140:

[0061] S100: The scenario of constructing a non-signalized T-intersection is to add a non-signalized T-intersection on a one-way two-lane road with a roadside bus stop;

[0062] S110: Modeling the main road vehicle behavior and the branch road vehicle behavior in the non-signalized T-intersection scenario respectively;

[0063] S120: Constructing a signal-controlled T-intersection scenario involves adding a signal-controlled T-intersection to a one-way, two-lane road with a roadside bus stop.

[0064] S130: Modeling the main road vehicle behavior and the branch road vehicle behavior in the signal-controlled T-intersection scenario respectively;

[0065] S140: Performing road traffic simulation using the vehicle behaviors in the non-signaled T-intersection scenario and the signaled T-intersection scenario.

[0066] Optionally, the scenario of constructing a non-signaled T-junction is to add a non-signaled T-junction on a one-way two-lane road with a roadside bus stop, including the following steps:

[0067] The main road of the unsignalized T-intersection scenario is divided into the symmetrical lane-changing area upstream of the bus station as section A, the asymmetrical lane-changing area upstream of the bus station as section B, the bus station area as section C, the symmetrical lane-changing area downstream of the bus station as section D, the asymmetrical lane-changing area upstream of the intersection as section E, the prohibited lane-changing area at the intersection as section F, and the symmetrical lane-changing area downstream of the intersection as section G; wherein section F is connected to the branch road;

[0068] The branches of the non-signaled T-intersection scenario are divided into outgoing branches and incoming branches.

[0069] Optionally, the step of modeling the main road vehicle behavior in the non-signaled T-intersection scenario includes the following steps:

[0070] The main road vehicles that need to turn right at the intersection to enter the branch road are regarded as main road right-turning vehicles. After entering section E, the main road right-turning vehicles are set to follow the preset lane-changing rules to change lanes to the merging branch road;

[0071] When the right-turning vehicle on the main road meets the preset lane-changing rules, the lane-changing operation will be executed; at the same time, if the right-turning vehicle on the main road entering section E cannot change lanes to the merging branch road, it is determined whether deceleration is required; if deceleration is required, the right-turning vehicle on the main road is set to decelerate at a safe deceleration rate until the lane change is successful;

[0072] When the right-turning vehicle on the main road enters the braking zone of section F and there is no vehicle in the braking zone of the branch road, the right-turning vehicle on the main road is set to enter the outgoing branch road;

[0073] When the right-turning vehicle on the main road enters the braking zone of section F and there is a vehicle in the braking zone of the branch road, the speed of the right-turning vehicle on the main road is compared with the speed of the vehicle in the braking zone of the branch road, and the priority of passing through the branch road is determined, and each vehicle is set to pass through the branch road in turn according to the priority.

[0074] Optionally, the step of modeling the branch road vehicle behavior in the non-signaled T-intersection scenario includes the following steps:

[0075] Before entering the braking zone of the intersection, vehicles on the branch road are required to reduce their speed to the maximum speed allowed by the branch road intersection;

[0076] The priority of passing through the branch road is determined based on the speed of vehicles merging into the branch road after entering the braking zone and the speed of vehicles in the braking zone of the main road, and each vehicle is set to pass through the branch road in turn according to the priority.

[0077] Optionally, the construction of the signal-controlled T-intersection scenario is to add a signal-controlled T-intersection on a one-way two-lane road with a roadside bus stop, including the following steps:

[0078] The main road of the signal-controlled T-intersection scenario is divided into a symmetrical lane-changing area upstream of the bus station as section A, an asymmetrical lane-changing area upstream of the bus station as section B, the bus station area as section C, a symmetrical lane-changing area downstream of the bus station as section D, an asymmetrical lane-changing area upstream of the intersection as section E, a prohibited lane-changing area at the intersection as section F, and a symmetrical lane-changing area downstream of the intersection as section G; wherein section F is connected to the branch road;

[0079] Divide the branches of the signal-controlled T-intersection scenario into outgoing branches and incoming branches;

[0080] The first signal light is set in section F and the second signal light is set in the branch road.

[0081] Optionally, the step of modeling the main road vehicle behavior in the signal-controlled T-intersection scenario includes the following steps:

[0082] When the first signal light is red, if the vehicle is not turning right and the front position of the vehicle has not exceeded the red light stop line, the corresponding vehicle is set to slow down until it comes to a complete stop; if the front position of the vehicle has exceeded the red light stop line, the corresponding vehicle is set to continue driving;

[0083] When the second signal light is green, the leading vehicle in each lane of the main road braking area determines the passage mode according to the remaining time on the green light and the vehicle speed; the non-leading vehicles in each lane of the main road braking area are set to maintain the following driving mode;

[0084] For a vehicle at the main road intersection, the vehicle's passage mode is determined according to whether the vehicle is turning right and the signal of the second signal light.

[0085] Optionally, the step of modeling the branch road vehicle behavior in the signal-controlled T-intersection scenario includes the following steps:

[0086] For vehicles in the braking zone of the merging branch road, if the first signal light is red, the branch road vehicles are set to decelerate at a safe deceleration until they stop at the stop line of the intersection, and then wait for the first signal light to turn green; if the first signal light is green, the passage method of the branch road vehicles is set according to whether the vehicle can exit the intersection before the end of the green light cycle.

[0087] Next, the solution of the embodiment of the present application will be introduced and explained in detail with reference to specific application examples.

[0088] Specifically, this embodiment may include the following technical solutions:

[0089] 1. Vehicle behavior modeling in the scenario of T-intersection without signal control.

[0090] In some urban roads, road dividers are used to separate two-way traffic flows to improve traffic efficiency and reduce traffic accidents. To facilitate analysis and simulation, this example takes the traffic flow on a one-way two-lane road as an example and establishes a Figure 2 The road model shown.

[0091] 1.1. Main road vehicle behavior modeling.

[0092] like Figure 2 As shown, a non-signalized T-junction is added to a conventional straight road with a roadside bus stop. At the same time, both the outgoing and incoming branches intersecting the main road are designed to be single lanes with one-way traffic. To reflect the traffic flow characteristics of different road sections and based on the driving characteristics of vehicles, the main road section is divided into seven sections: A, B, C, D, E, F, and G. The specific descriptions are as follows:

[0093] (1) Symmetrical lane-changing area upstream of the bus station (Section A): Similar to the case of an ordinary straight road, this section is located upstream of the bus station and is basically not affected by the bus station. Therefore, vehicles traveling in this area can change lanes freely, and the probability of changing lanes to any lane is equal.

[0094] (2) Asymmetric lane-changing area upstream of the bus station (Section B) Vehicles in this area are affected by the bus station. For ordinary cars, the probability of changing lanes to the lane where the bus station is located is less than the probability of changing lanes to other lanes. For buses, entering the special lane-changing area ( After the bus stop, vehicles will follow the mandatory lane change rules and change lanes to the lane where the bus stop is located. Buses in the lane where the bus stop is located are not allowed to change lanes to other lanes.

[0095] (3) Bus station area (Section C): This area is the bus station area, where all buses must stop for a certain period of time before departing. The length of this area depends on the capacity of the bus station.

[0096] (4) Symmetrical lane-changing area downstream of the bus station (Section D): This area is located downstream of the bus station and far away from the intersection. Vehicles in this area are basically not affected by the bus station and the intersection, and the probability of vehicles changing lanes to any lane is the same.

[0097] (5) Asymmetric lane-changing area upstream of the intersection (Section E): This area is located upstream of the intersection. Vehicles that need to turn right into the branch road must follow the preset lane-changing rules after entering this area and change lanes to lanes close to the outgoing branch road. Right-turning vehicles in lanes close to the outgoing branch road are prohibited from changing lanes to other lanes.

[0098] (6) No lane-changing zone at the intersection (Section F): In real life, there is a section upstream of an urban road intersection where vehicles are prohibited from changing lanes. To simulate this section, this embodiment prohibits vehicles entering Section F from changing lanes.

[0099] (7) Symmetrical lane-changing area downstream of the intersection (G section): This area is located downstream of the intersection, where vehicles can move more freely and the probability of changing lanes to any lane is the same.

[0100] Due to the addition of a T-intersection, some vehicles on the main road must turn right at the intersection to enter the branch road. In this embodiment, these vehicles are referred to as "main road right-turning vehicles." After entering Section E, all right-turning vehicles on the main road follow the preset lane-changing rule and change lanes to the lane closest to the branch road (i.e., Lane 0). This preset lane-changing rule is similar to the mandatory lane-changing rule for buses. The formulas for the preset lane-changing rule are shown in Equations (1) and (2).

[0101] (1)

[0102] (2)

[0103] When the right-turning vehicle on the main road meets the preset lane-changing rules, the lane-changing operation will be executed. At the same time, if the right-turning vehicle entering section E cannot change to the lane close to the intersection, that is, Lane 0, the right-turning vehicle will determine whether to decelerate according to formula (3). If the conditions of formula (3) are met, the right-turning vehicle on the main road will decelerate at a safe speed. Slow down until the lane change is successful.

[0104] (3)

[0105] in, The starting point of section F, i.e. the starting point of the no lane change zone; For right-turning vehicles The location at the moment.

[0106] Section F includes the no-lane-changing zone upstream of the intersection and the intersection. Based on traffic regulations and actual traffic conditions, vehicles on the main road traveling in this area are prohibited from changing lanes. In addition, due to the existence of the merging branch road, vehicles on the main road and vehicles on the branch road will conflict at the intersection. According to the principle of "giving way to the branch road", this embodiment sets a deceleration section for vehicles on the main road in Section F. Figure 3 shown.

[0107] According to the Road Traffic Management Regulations, vehicles should slow down when passing through the intersection. Therefore, in this embodiment, the upstream of the F area The section is set as a vehicle deceleration area. Vehicles entering this area must reduce their speed to a safe deceleration rate. Gradually reduce the speed to the maximum speed allowed for vehicles on the main road to pass through the intersection In addition, in this embodiment, the right turning position of the vehicle turning right on the main road is set at the midpoint of the outgoing branch road.

[0108] Conflict zones at intersections It is a key node in the traffic flow, so it is necessary to use reasonable game rules to determine the priority of driving in this area. In the game, the vehicle that obtains the priority of driving can pass through the conflict zone first, while the vehicle at a disadvantage must stop at the intersection stop line and cannot continue to drive until the other vehicle passes. In order to be more in line with the actual situation, the buffer zone before entering the conflict zone plays a vital role in determining the priority of driving. Therefore, this embodiment divides the intersection area in detail and sets the main road Area and incoming branches The area is the braking zone. Specifically, when the main road vehicle enters When the area is Observe and evaluate the traffic conditions in the area. If there are no vehicles in the branch road area, the main road vehicles can directly pass through the conflict area; otherwise, the main road vehicles need to determine whether to give way or pass through the conflict area first based on the speed and driving conditions of the branch road vehicles. At the same time, vehicles merging into the branch road also need to determine whether to stop and wait or pass first based on the status of vehicles on the main road. In order to further refine this decision-making process, this embodiment proposes the following specific rules:

[0109] (1) Vehicles entering from the main road , branch road braking area No car: In this case, vehicles on the main road have priority and no further judgment is required.

[0110] (2) Main road vehicles entering , branch road braking area Cars with cars: Compare the speeds of the two vehicles to determine which vehicle has the right of way. The specific rules are as follows:

[0111] a) Current main road vehicle speed Vehicle speed in the braking zone of the branch road If both are 0, it means that both the main road vehicle and the branch road vehicle are in a stopped state. The decision is based on the distance between the main road vehicle and the conflict zone. Distance from the branch road conflict zone .if If the value is 0, it indicates that the main road vehicle is closer to the conflict zone and has priority, while the branch road vehicle needs to slow down and stop at the intersection stop line to wait for the main road vehicle to pass. Conversely, if the value is 0, it indicates that the branch road vehicle is closer to the conflict zone and has priority, while the main road vehicle continues to stop and wait.

[0112] b) Vehicle speed in the braking zone on the main road And the vehicle speed in the braking area of ​​the branch road At this time, the vehicle in the braking zone on the main road has stopped, while the vehicle in the braking zone on the branch road is still maintaining a certain speed. According to the "main road priority" rule, the vehicle on the main road should determine whether to start immediately based on the driving conditions of the vehicle on the branch road. To make this decision, the vehicle on the main road needs to calculate the relative distance to the vehicle on the branch road and make a judgment based on the following criteria:

[0113] Calculate the vehicle's current speed and safe deceleration in the braking zone of the main road and the merging branch road The distance required to decelerate until the speed reaches 0 and .

[0114] if , indicating that the branch road vehicle does not have enough braking space at this moment, and the branch road vehicle has absolute priority to obtain the right of way, and the main road vehicle continues to remain in a stopped state.

[0115] if , indicating that the branch road vehicle has a certain amount of braking space. Calculate the starting speed of the vehicle in the main road braking zone , and calculate the time it takes for the main road vehicle to reach the conflict zone at this speed ,Right now If the vehicle in the branch road braking zone is traveling at the current speed The rear end of the rear vehicle has exceeded the conflict zone, so the main road vehicle can start safely at this moment, that is, the main road vehicle's speed is updated to .

[0116] c) Vehicle speed in the braking zone on the main road And the vehicle speed in the braking area of ​​the branch road At this point, the branch road vehicle has stopped, while the main road vehicle is still moving. The main road vehicle should have priority. The branch road vehicle will determine whether to start immediately based on the driving status of the main road vehicle. The judgment method is the same as that for the main road vehicle in b).

[0117] d) Vehicle speed in the braking zone on the main road And the vehicle speed in the braking area of ​​the branch road , indicating that at this moment both cars are traveling at a certain speed. When both cars are traveling at a certain speed, the first car to arrive at the conflict zone The vehicle with sufficient braking distance will be given priority. Figure 4 As shown, specifically including:

[0118] Calculate the vehicle's current speed and safe deceleration in the braking zone of the main road and the merging branch road The distance required to decelerate until the speed reaches 0 and .

[0119] Calculate the time it takes for a branch vehicle to reach the conflict zone at its current speed ,Right now .if and , it means that the vehicles in the main road braking area can reach the conflict area first and the vehicles in the branch road braking area have enough braking distance. At this time, the main road vehicle has the right of way, and the branch road vehicle decelerates at a safe speed. Slow down until you stop and wait for the main road vehicle to pass.

[0120] if and and , which means that although the main road vehicle can reach the conflict zone earlier than the branch road vehicle at its current speed, the distance between the vehicle in the branch road braking zone and the intersection is too small and there is insufficient space for braking, while the vehicle in the main road braking zone has sufficient braking distance. At this time, the branch road vehicle obtains the right of way, and the main road vehicle slows down and waits for the branch road vehicle to pass first.

[0121] if and and At this moment, vehicles in the branch road braking area can reach the conflict area earlier, but vehicles in the main road braking area do not have enough braking space. Branch road vehicles do have enough braking space, so the main road vehicles have priority to obtain the right of way.

[0122] if and , which means that vehicles in the branch road braking area can reach the conflict area earlier than vehicles in the main road braking area at their current speed, and vehicles in the main road braking area have enough braking distance to stop at the stop line of the intersection. In this case, vehicles in the branch road braking area have priority, and vehicles on the main road slow down until they stop and wait for vehicles on the branch road to pass.

[0123] If none of the above conditions are met, the system will consider that there is a collision risk between vehicles. To ensure that the simulation continues, referring to common practices, the branch road vehicles are currently being considered for deletion. Future research will introduce a collision mechanism to further improve the simulation model.

[0124] 1.2. Branch road vehicle behavior modeling.

[0125] Unlike the main road, in this embodiment, both the outgoing and incoming branch roads are set as single lanes, and there are no bus stops. Therefore, vehicles on the branch roads cannot change lanes while driving, and the entire driving path remains in a single lane. After obtaining the right of way, vehicles on the branch road will follow the first vehicle on the main road. Specifically, when vehicles on the branch road are driving on the branch road, they must follow the following rules:

[0126] (1) Speed ​​limit. When entering the intersection, stop in the braking area. Previously, vehicles on the branch road had to reduce their speed to the maximum speed allowed at the branch road intersection. This maximum speed must meet , meaning the maximum speed of vehicles on side roads near intersections should be lower than that of vehicles on the main road. This setting takes into account the higher speeds and right-of-way of vehicles on the main road. This ensures that vehicles on side roads can safely merge into the main road traffic flow after entering, avoiding traffic conflicts and potential safety risks.

[0127] (2) Right of way. After a vehicle merging into a branch road enters the braking zone, it is determined whether it has the right of way to pass through the conflict zone based on the driving status of the vehicles in the braking zone of the main road. The judgment rules are the same as those for the main road vehicles described above. After obtaining the right of way, the branch road vehicle will follow the main road vehicle in accordance with its state. Specifically, when a branch road vehicle enters the main road downstream of the conflict zone, it will follow the first vehicle on the main road based on the driving speed and position of the main road vehicle. In this way, the branch road vehicle can not only ensure that it maintains a reasonable distance from the main road vehicle, but also avoid traffic instability caused by independent driving.

[0128] 2. Vehicle behavior modeling in signal-controlled T-intersection scenarios.

[0129] Unlike T-junctions without signal control, signal control intersections solve the problem of right of way in conflict zones by setting up signal control lights. Vehicles on the main road and branch roads do not need to negotiate for right of way in conflict zones, but can stop or pass directly according to the instructions of the signal control lights. The presence of signal control lights reduces the uncertainty and vehicle conflicts caused by the negotiation of right of way, and to a certain extent helps to improve road traffic safety and efficiency. This embodiment establishes the following for signal control intersections: Figure 5 The road model shown.

[0130] like Figure 5 As shown, a signal-controlled intersection is set up on a straight road with a roadside bus stop to separate the traffic flow of the main road and the branch road. In order to simplify the simulation, the signal-controlled intersection set in this embodiment only considers the red and green light states. Among them, signal-controlled light 1 controls the traffic flow merging into the branch road, and signal-controlled light 2 controls the traffic flow of the main road. At the same time, in this embodiment, signal-controlled light 1 and signal-controlled light 2 are set to complementary phases. When signal-controlled light 1 is red, signal-controlled light 2 turns on green; conversely, when signal-controlled light 1 is green, signal-controlled light 2 turns on red, that is, the green light duration of signal-controlled light 1 is equal to the red light duration of signal-controlled light 2. When signal-controlled light 1 turns on red, signal-controlled light 2 turns on green. All branch road vehicles before entering the intersection stop line slow down until they stop at the intersection stop line and wait for the green light. Vehicles on the main road can pass normally. When signal light 1 is green and signal light 2 is red, vehicles on the branch road can turn right onto the main road, while vehicles on the main road slow down and stop at the intersection stop line, waiting for the next green light. Notably, when signal light 2 is red, vehicles turning right on the main road can still make a right turn normally. For example, Figures 6(a) and 6(b) show phase diagrams of a T-shaped signalized intersection at different phases, respectively.

[0131] 2.1. Main road vehicle behavior modeling.

[0132] In the traffic flow model of signalized intersections, vehicle behavior is affected by different areas around the intersection. Similar to the situation without signalization, right-turning vehicles on the main road still need to follow a special set of lane-changing rules when entering the E area (i.e., the asymmetric lane-changing area upstream of the intersection). These rules are mainly to ensure that right-turning vehicles can complete reasonable lane-changing operations in the lanes near the intersection, avoid conflicts with other vehicles, and ensure smooth and safe traffic flow. However, after the main road vehicles enter the F area (i.e., the prohibited lane-changing area), the vehicle behavior is different. After entering the F area, the main road vehicles must maintain the current lane until they leave the area and enter the area where lane changes are allowed. The segmentation of the F area in the signalized intersection model is detailed as follows: Figure 7 shown.

[0133] Figure 7 This is a segmented diagram of the F area with a signalized T-intersection. Similar to the road model of an intersection without signalized intersections, the F area also includes a vehicle deceleration area upstream of the intersection. , main road braking area , branch road braking area However, compared with the intersection without signalized control, the road traffic model with signalized control adds an important partition in the F area - the intersection area .

[0134] Among them, enter Vehicles on the main road need to reduce their speed to the maximum speed allowed at the intersection The deceleration rules are consistent with the deceleration rules of the non-signaled intersection road model introduced in this embodiment. The driving behavior of the vehicle will be controlled by the intersection signal light (signal light 2). Similar to the vehicles on the main road, when merging into the branch road, the vehicle will enter the branch road brake area. The vehicle speed update mode is determined by the state of the signal light 1. The behavior of vehicles at the intersection is more complex. At the midpoint of the intersection, this embodiment sets a red stop line to simulate the impact of traffic lights on vehicle behavior in real scenarios. Specifically, when the traffic light on the main road is red, if the vehicle is not a right-turning vehicle and the front position of the vehicle has not exceeded the red stop line, the vehicle must slow down until it stops completely; conversely, if the front position of the vehicle has exceeded the red stop line, the vehicle can continue to drive and is not affected by the red light signal. The purpose of this setting is to more realistically reflect the impact of traffic light changes on vehicle behavior in actual traffic scenarios: when the traffic light turns red, vehicles that have entered the intersection far away can continue to pass, while vehicles that have not entered or have just entered the intersection need to stop and wait. Similar to the setting of non-signaled intersections, this embodiment sets the right turn position of right-turning vehicles on the main road at the midpoint of the outgoing road. The detailed vehicle speed update rules are described below.

[0135] For entering the main road braking area The speed update rule for the main road vehicle is as follows: Figure 8 As shown, specifically including:

[0136] (1) When the signal control light 2 is green:

[0137] a) For regions The lead vehicle at the department will follow the following principles:

[0138] The vehicle closest to the intersection in the braking zone of each lane checks the remaining time of the green light at that moment. , calculate the position that the vehicle can reach before the green light ends according to the current speed, that is, If satisfied , it means that the vehicle cannot exit the intersection before the green light ends. is the end point of the signal-controlled intersection. is the body length of the current vehicle, is the current vehicle's front position. At this time, the vehicle is decelerating at a safe speed. Slow down until you come to a stop at the intersection's stop line.

[0139] If the conditions are met , indicating that the vehicle cannot reach the starting point of the intersection before the green light ends, and the vehicle will choose a cautious driving method, that is, to decelerate safely. Slow down until you come to a stop at the intersection's stop line.

[0140] If the conditions are met , indicating that the vehicle can completely exit the intersection area before the green light ends, then the vehicle will keep following and the maximum speed will not exceed .

[0141] b) For regions If the vehicle is not the leading vehicle, keep following it.

[0142] (2) When the signal light 2 turns red, enter the main road braking area Vehicles on the main road start to slow down until they stop and wait for the green light of signal control light 2 to turn on.

[0143] For entering the intersection area For vehicles on the main road, the speed update rule is as follows:

[0144] If the vehicle is turning right on the main road and is in the process of turning right, the vehicle will continue to complete the right turn regardless of whether the signal control light 1 is red or green at this moment.

[0145] If the vehicle is not turning right and signal control light 2 is green, vehicles on the main road can pass normally.

[0146] If the vehicle is not turning right and the signal light 2 is red, check the position of the vehicle on the main road. If , it means that the main road vehicle has already driven out of the intersection stop line, and the vehicle continues to follow the vehicle normally; on the contrary, if , it means that the vehicle on the main road has not reached the red stop line of the intersection at this moment, so the vehicle will immediately slow down until it stops and wait for the next green light to come on.

[0147] 2.2. Branch road vehicle behavior modeling.

[0148] Similar to the road model with no signalized intersection, this embodiment also sets a braking area for vehicles merging into the branch road at the intersection with signalized lights. When vehicles on branch roads enter this area, their behavior will be controlled by the traffic lights. The specific speed update rules are as follows.

[0149] (1) When the signal light 1 is red: vehicles on the branch road should decelerate at a safe speed. Slow down until you stop at the stop line at the intersection and wait for traffic light 1 to turn green.

[0150] (2) When signal light 1 turns green, the behavior of the branch road vehicle depends on whether the vehicle can exit the intersection before the green light cycle ends. The specific judgment method is as follows.

[0151] a) If satisfied , it means that the branch road vehicles cannot leave the intersection area before the end of the green light cycle, where The terminal position of the branch road. At this time, vehicles on the branch road need to decelerate at a safe speed. Slow down until you come to a stop.

[0152] b) If satisfied , it means that the branch road vehicle can exit the intersection area before the end of the green light cycle, and the branch road vehicle will follow the first vehicle downstream of the main road intersection area.

[0153] In summary, this embodiment includes the following technical means:

[0154] 1. Considering the urban road intersection scenario, a mixed traffic flow simulation model was built to provide theoretical support for the rational design of bus stops;

[0155] 2. By introducing intersections, the model can more realistically simulate the complex traffic flow dynamics on urban roads, especially the mixed traffic flow characteristics under the combined effects of bus stations and intersections.

[0156] The beneficial effects of this embodiment include:

[0157] 1) By extending the mixed traffic flow scenario from highways to urban roads and taking into account the influence of intersections and bus stops, the model can more realistically simulate the complex traffic flow dynamics on urban roads, especially the mixed traffic flow characteristics under the combined influence of bus stops and intersections.

[0158] 2) Vehicle behavior is modeled separately based on intersection type (with or without signal control) and road type (main road or branch road) to simulate vehicle behavior more realistically.

[0159] Reference Figure 9 The embodiment of the present application provides a road traffic simulation device based on a cellular automaton model, comprising:

[0160] The non-signalized control scenario construction unit is used to construct a non-signalized control T-intersection scenario by adding a non-signalized control T-intersection on a one-way two-lane road with a roadside bus stop;

[0161] A non-signaled vehicle behavior modeling unit, configured to model the main road vehicle behavior and the branch road vehicle behavior in the non-signaled T-intersection scenario;

[0162] The signal control scenario construction unit is used to construct a signal control T-intersection scenario by adding a signal control T-intersection on a one-way two-lane road with a roadside bus stop.

[0163] A signal-controlled vehicle behavior modeling unit, configured to model the main road vehicle behavior and the branch road vehicle behavior in the signal-controlled T-intersection scenario respectively;

[0164] A road traffic simulation unit is used to perform road traffic simulation using the vehicle behaviors in the non-signaled T-intersection scenario and the signaled T-intersection scenario.

[0165] It can be understood that the contents of the above method embodiments are all applicable to the present device embodiments, the functions specifically implemented by the present device embodiments are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.

[0166] In some optional embodiments, the function / operation mentioned in the block diagram may not occur in the order mentioned in the operation diagram. For example, depending on the function / operation involved, the two boxes shown in succession can actually be executed substantially simultaneously or the boxes can sometimes be executed in reverse order. In addition, the embodiments presented and described in the flow chart of the present application are provided in an exemplary manner for the purpose of providing a more comprehensive understanding of the technology. The disclosed method is not limited to the operations and logical flows presented herein. Optional embodiments are contemplated in which the order of the various operations is changed and the sub-operations described as a part of a larger operation are performed independently.

[0167] In addition, although the present application is described in the context of functional modules, it should be understood that, unless otherwise stated, one or more of the functions and / or features described may be integrated into a single physical device and / or software module, or one or more functions and / or features may be implemented in separate physical devices or software modules. It is also understood that a detailed discussion of the actual implementation of each module is not necessary for understanding the present application. More specifically, given the properties, functions, and internal relationships of the various functional modules in the devices disclosed herein, the actual implementation of the module will be understood within the routine skills of an engineer. Therefore, a person skilled in the art can implement the present application as set forth in the claims using ordinary techniques without undue experimentation. It is also understood that the specific concepts disclosed are merely illustrative and are not intended to limit the scope of the present application, which is determined by the full scope of the appended claims and their equivalents.

[0168] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, or the part of the technical solution, can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes a number of instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present application. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, and other media that can store program code.

[0169] The logic and / or steps represented in the flowcharts or otherwise described herein, for example, can be considered as a sequenced list of executable instructions for implementing the logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (e.g., a computer-based system, a system including a processor, or other system that can fetch and execute instructions from an instruction execution system, apparatus, or device). For purposes of this specification, a "computer-readable medium" can be any device that can contain, store, communicate, propagate, or transport a program for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0170] More specific examples (a non-exhaustive list) of computer-readable media include the following: an electrical connection with one or more wires (electronic devices), a portable computer disk cartridge (magnetic devices), a random access memory (RAM), a read-only memory (ROM), an erasable and programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). In addition, the computer-readable medium may even be paper or other suitable medium on which the program is printed, since the program may be obtained electronically, for example, by optically scanning the paper or other medium, and then editing, interpreting, or processing in another suitable manner as necessary, and then storing it in a computer memory.

[0171] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above-described embodiments, multiple steps or methods can be implemented using software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented using hardware, as in another embodiment, any one of the following technologies known in the art or a combination thereof can be used: a discrete logic circuit having logic gate circuits for implementing logic functions on data signals, an application-specific integrated circuit having suitable combinational logic gate circuits, a programmable gate array (PGA), a field-programmable gate array (FPGA), etc.

[0172] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0173] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

[0174] The above is a specific description of the preferred implementation of the present application, but the present application is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without violating the spirit of the present application, and these equivalent modifications or substitutions are all included in the scope defined by the claims of the present application.

Claims

1. A road traffic simulation method based on a cellular automaton model, characterized in that: The method comprises the following steps: The scenario of constructing a non-signalized T-intersection is to add a non-signalized T-intersection on a one-way two-lane road with a roadside bus stop; Modeling the main road vehicle behavior and branch road vehicle behavior in the non-signaled T-intersection scenario respectively; The signal-controlled T-intersection scenario is to add a signal-controlled T-intersection on a one-way two-lane road with a roadside bus stop. Modeling the main road vehicle behavior and branch road vehicle behavior in the signal-controlled T-intersection scenario respectively; Road traffic simulation is performed using the vehicle behaviors in the non-signaled T-intersection scenario and the signaled T-intersection scenario.

2. The road traffic simulation method based on the cellular automaton model according to claim 1 is characterized in that: The scenario of constructing a non-signaled T-junction is to add a non-signaled T-junction on a one-way two-lane road with a roadside bus stop, including the following steps: The main road of the unsignalized T-intersection scenario is divided into the symmetrical lane-changing area upstream of the bus station as section A, the asymmetrical lane-changing area upstream of the bus station as section B, the bus station area as section C, the symmetrical lane-changing area downstream of the bus station as section D, the asymmetrical lane-changing area upstream of the intersection as section E, the prohibited lane-changing area at the intersection as section F, and the symmetrical lane-changing area downstream of the intersection as section G; wherein section F is connected to the branch road; The branches of the non-signaled T-intersection scenario are divided into outgoing branches and incoming branches.

3. The road traffic simulation method based on the cellular automaton model according to claim 2 is characterized in that: The step of modeling the main road vehicle behavior in the non-signaled T-intersection scenario includes the following steps: The main road vehicles that need to turn right at the intersection to enter the branch road are regarded as main road right-turning vehicles. After entering section E, the main road right-turning vehicles are set to follow the preset lane-changing rules to change lanes to the merging branch road; When the right-turning vehicle on the main road meets the preset lane-changing rules, the lane-changing operation will be executed; at the same time, if the right-turning vehicle on the main road entering section E cannot change lanes to the merging branch road, it is determined whether deceleration is required; if deceleration is required, the right-turning vehicle on the main road is set to decelerate at a safe deceleration rate until the lane change is successful; When the right-turning vehicle on the main road enters the braking zone of section F and there is no vehicle in the braking zone of the branch road, the right-turning vehicle on the main road is set to enter the outgoing branch road; When the right-turning vehicle on the main road enters the braking zone of section F and there is a vehicle in the braking zone of the branch road, the speed of the right-turning vehicle on the main road is compared with the speed of the vehicle in the braking zone of the branch road, and the priority of passing through the branch road is determined, and each vehicle is set to pass through the branch road in turn according to the priority.

4. The road traffic simulation method based on the cellular automaton model according to claim 2, characterized in that: The step of modeling the branch road vehicle behavior in the non-signaled T-intersection scenario includes the following steps: Before entering the braking zone of the intersection, vehicles on the branch road are required to reduce their speed to the maximum speed allowed by the branch road intersection; The priority of passing through the branch road is determined based on the speed of vehicles merging into the branch road after entering the braking zone and the speed of vehicles in the braking zone of the main road, and each vehicle is set to pass through the branch road in turn according to the priority.

5. The road traffic simulation method based on the cellular automaton model according to claim 1 is characterized in that: The construction of the signal-controlled T-intersection scenario involves adding a signal-controlled T-intersection to a one-way two-lane road with a roadside bus stop, including the following steps: The main road of the signal-controlled T-intersection scenario is divided into a symmetrical lane-changing area upstream of the bus station as section A, an asymmetrical lane-changing area upstream of the bus station as section B, the bus station area as section C, a symmetrical lane-changing area downstream of the bus station as section D, an asymmetrical lane-changing area upstream of the intersection as section E, a prohibited lane-changing area at the intersection as section F, and a symmetrical lane-changing area downstream of the intersection as section G; wherein section F is connected to the branch road; Divide the branches of the signal-controlled T-intersection scenario into outgoing branches and incoming branches; The first signal light is set in section F and the second signal light is set in the branch road.

6. The road traffic simulation method based on the cellular automaton model according to claim 5 is characterized in that: The step of modeling the main road vehicle behavior in the signal-controlled T-intersection scenario includes the following steps: When the first signal light is red, if the vehicle is not turning right and the front position of the vehicle has not exceeded the red light stop line, the corresponding vehicle is set to slow down until it comes to a complete stop; if the front position of the vehicle has exceeded the red light stop line, the corresponding vehicle is set to continue driving; When the second signal light is green, the leading vehicle in each lane of the main road braking area determines the passage mode according to the remaining time on the green light and the vehicle speed; the non-leading vehicles in each lane of the main road braking area are set to maintain the following driving mode; For a vehicle at the main road intersection, the vehicle's passage mode is determined according to whether the vehicle is turning right and the signal of the second signal light.

7. The road traffic simulation method based on the cellular automaton model according to claim 5, characterized in that: The step of modeling the branch road vehicle behavior in the signal-controlled T-intersection scenario includes the following steps: For vehicles in the braking zone of the merging branch road, if the first signal light is red, the branch road vehicles are set to decelerate at a safe deceleration until they stop at the stop line of the intersection, and then wait for the first signal light to turn green; if the first signal light is green, the passage method of the branch road vehicles is set according to whether the vehicle can exit the intersection before the end of the green light cycle.

8. A road traffic simulation device based on a cellular automaton model, characterized in that: The device comprises: The non-signalized control scenario construction unit is used to construct a non-signalized control T-intersection scenario by adding a non-signalized control T-intersection on a one-way two-lane road with a roadside bus stop; A non-signaled vehicle behavior modeling unit, configured to model the main road vehicle behavior and the branch road vehicle behavior in the non-signaled T-intersection scenario; The signal control scenario construction unit is used to construct a signal control T-intersection scenario by adding a signal control T-intersection on a one-way two-lane road with a roadside bus stop. A signal-controlled vehicle behavior modeling unit, configured to model the main road vehicle behavior and the branch road vehicle behavior in the signal-controlled T-intersection scenario respectively; A road traffic simulation unit is used to perform road traffic simulation using the vehicle behaviors in the non-signaled T-intersection scenario and the signaled T-intersection scenario.

9. An electronic device, characterized in that: The electronic device includes a processor and a memory; The memory is used to store programs; The processor executes the program to implement the method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that The storage medium stores a program, and the program is executed by a processor to implement the method according to any one of claims 1 to 7.

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