Traffic signal sensing control method and device and storage medium

Abstract

Embodiments of the present application provide a traffic signal sensing control method, device and storage medium. In the traffic signal sensing control method, the sensing device of the sensing area is used to obtain vehicle sensing data of the sensing area, and based on the vehicle sensing data of the sensing area and the traffic facility data of the intersection, the vehicle compensation data of the sensing limited area is estimated, which can effectively deal with the problem of missing or failure of the sensing device in some areas, and provide good data support for the control of the traffic signal. According to the vehicle sensing data sensed by the sensing area and the vehicle compensation data of the sensing limited area obtained by compensation calculation, the traffic indication signal is sensed and controlled, which is conducive to dynamically adjusting the traffic indication signal based on the actual traffic situation, reducing the congestion probability of the intersection, and improving the traffic efficiency of the intersection.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of intelligent transportation, and particularly relates to a traffic signal sensing control method and device and a storage medium. BACKGROUND

[0002] With the development of cities towards digitization and wisdom, the demand for the transformation of traditional transportation industry is increasingly strong. In recent years, various different near-field sensing devices are connected to city intersections to perceive the traffic conditions of the intersections. However, the sensing conditions of different cities and different intersections are not the same, which leads to the situation that the sensing of some intersections is limited. When the sensing is limited, the traffic conditions of the intersection cannot be accurately obtained. Therefore, a solution needs to be proposed. SUMMARY

[0003] Aspects of the present application provide a traffic signal sensing control method, device and storage medium to facilitate effective sharing of resource management.

[0004] The present application also provides a traffic signal sensing control method, which includes: determining a sensing area and a sensing limited area in a lane corresponding to an intersection; using a sensing device corresponding to the sensing area to perform vehicle sensing on the sensing area to obtain vehicle sensing data; performing sensing compensation calculation on vehicle data of the sensing limited area according to the vehicle sensing data and traffic facility data of the intersection to obtain vehicle compensation data of the sensing limited area; and performing sensing control on a phase stage of a signal machine of the intersection according to the vehicle sensing data and the vehicle compensation data.

[0005] The present application provides a roadside terminal device, which includes: a memory and a processor; the memory is used to store one or more computer instructions; and the processor is used to execute the one or more computer instructions to execute the traffic signal sensing control method provided by the present application.

[0006] The present application provides a computer readable storage medium storing a computer program, which can implement the traffic signal sensing control method provided by the present application when executed by a processor.

[0007] The traffic signal sensing control method provided by the embodiment of the present application comprises the following steps: acquiring vehicle sensing data of a sensing area by a sensing device of the sensing area; and estimating vehicle compensation data of a sensing-limited area based on the vehicle sensing data of the sensing area and traffic facility data of an intersection. The method can effectively deal with the problem of missing or failure of sensing devices in some areas, and provide good data support for the control of traffic signals. The traffic signal is sensed and controlled based on the vehicle sensing data sensed by the sensing area and the vehicle compensation data of the sensing-limited area obtained by compensation calculation, which is beneficial to dynamically adjusting the traffic signal based on the actual traffic condition, reducing the congestion probability of the intersection, and improving the traffic efficiency of the intersection. BRIEF DESCRIPTION OF DRAWINGS

[0008] The accompanying drawings, which are included to provide a further understanding of the present application, constitute a part of the present application and illustrate the illustrative embodiments of the present application and their descriptions serve to explain the present application, but do not constitute improper limitations on the present application. In the drawings:

[0009] Figure 1 The structure schematic diagram of the traffic signal sensing control system provided by an exemplary embodiment of the present application is shown in FIG. 1.

[0010] Figure 2 The schematic diagram of the effective green light time provided by an exemplary embodiment of the present application is shown in FIG. 2.

[0011] Figure 3 The method flow chart of the traffic signal sensing control provided by an exemplary embodiment of the present application is shown in FIG. 3.

[0012] Figure 4 The structure schematic diagram of the roadside terminal device provided by an exemplary embodiment of the present application is shown in FIG. 4. DETAILED DESCRIPTION

[0013] In order to make the purpose, technical scheme and advantages of the present application clearer, the technical scheme of the present application will be described clearly and completely in combination with the specific embodiments of the present application and the corresponding drawings. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0014] As cities increasingly move towards digitalization and smart technology, the demand for upgrading traditional transportation systems is growing stronger. In recent years, various near-field sensing devices, such as video capture equipment, radar, 5G devices, and loop detectors, have been continuously integrated into urban intersections to monitor traffic conditions. However, sensing conditions vary across different cities and intersections, leading to limitations in sensing capabilities at some intersections. Under these limitations, accurate traffic information cannot be obtained. For example, improperly installed sensing devices at some intersections may create blind spots, preventing the acquisition of traffic information from these blind spots. Similarly, at some intersections, some or all of the sensing devices at the approach lanes may be missing or malfunctioning, making it impossible to accurately obtain traffic information for those approach lanes.

[0015] To address the technical problem of existing technologies being unable to accurately obtain traffic information at intersections under conditions of limited perception, this application provides a solution in some embodiments. The technical solutions provided by various embodiments of this application are described in detail below with reference to the accompanying drawings.

[0016] Figure 1 A schematic diagram of the structure of a traffic signal sensing control system provided in an exemplary embodiment of this application is shown below. Figure 1 As shown, it includes: a traffic signal 10, a roadside terminal device 20, and a sensing device 30.

[0017] The signal controller 10 is a roadside infrastructure device for urban rail transit and railways, used to issue different signals to indicate whether vehicles are moving or stopped. In some implementations, the signal controller may include signal lights of various colors to issue different colored indication signals, where the signal colors may include red, yellow, green, etc. The signal controller 10 may be placed in specific locations, such as road sections or intersections.

[0018] The sensing device 30 refers to a device or sensor installed on or above a road to sense vehicles on the road. The implementation of the sensing device 30 varies depending on the scenario. For example, it can be implemented as radar, image acquisition equipment, infrared detection equipment, coil sensing equipment, 5G equipment, etc., and this implementation includes, but is not limited to, these. The sensing device 30 can sense data from vehicles within its detection range and report the detected vehicle data back to the user.

[0019] The roadside terminal device 20 can connect to various sensing devices 30 on the lane and receive vehicle data fed back by the sensing devices 30. The roadside terminal device 20 can perform calculations based on the sensing results of various sensing devices to achieve intelligent control of the traffic signal 10.

[0020] The computing unit in the roadside terminal device 20 can be an Application Specific Integrated Circuit (ASIC) chip, such as a Field-Programmable Gate Array (FPGA), which is a Programmable Array Logic (PAL), a General Array Logic (GAL), a Complex Programmable Logic Device (CPLD), etc., but is not limited thereto.

[0021] In this embodiment, the signal machine 10 is mainly used to issue traffic indication signals of different phases according to the built-in phase timing scheme, or issue traffic indication signals of different phases according to the instructions sent by the roadside terminal device 20.

[0022] The built-in data of the signal machine 10 can include static data and real-time data. The static data includes configuration data of phase sequence, upper limit value of phase stage duration, lower limit value of phase stage duration, upper limit value of signal cycle duration, lower limit value of signal cycle duration, and basic timing scheme data of phase stage, etc. The real-time data includes operating mode of the signal machine, number of phase scheme, currently executed phase stage, and current light state, etc. The phase sequence refers to the order of right of way.

[0023] In this embodiment, a phase (or signal phase) refers to a signal sequence composed of red, yellow, and green or yellow and green of a group of traffic indication lights allocated to one or more traffic flows. One traffic flow corresponds to one lane. Generally, a cross intersection can have 8 phases, i.e., east straight, east left turn, west straight, west left turn, south straight, south left turn, north straight, and north left turn, etc. For example, the phase of east to west straight is green for 30 seconds, yellow for 3 seconds, and full red for 3 seconds; the phase of west to east straight is green for 30 seconds, yellow for 3 seconds, and full red for 3 seconds; and the phase of east to south left turn is green for 30 seconds, yellow for 3 seconds, and full red for 3 seconds.

[0024] The phase stage refers to a phase state in which one or more phases simultaneously obtain right-of-way in a signal cycle. The phase stage is divided according to the number of alternations of right-of-way at an intersection in a signal cycle. The number of alternations of right-of-way in a signal cycle is the same as the number of signal stages. That is, each time the color of the signal light changes (except for red and yellow), the phase stage also changes. For example, the state in which the straight-ahead indicator light from north to south and the left-turn indicator light from north to left are lit at the same time can be referred to as a phase stage. The eight phases of a cross intersection can be divided into four phase stages: east-west straight, east-west left turn, south-north straight, and south-north left turn. In the east-west straight phase stage, east straight and west straight are green and simultaneously obtain right-of-way. In the east-west left turn phase stage, east left turn and west left turn are green and simultaneously obtain right-of-way. In the south-north straight phase stage, south straight and north straight are green and simultaneously obtain right-of-way. In the south-north left turn phase stage, south left turn and north left turn are green and simultaneously obtain right-of-way.

[0025] The signal cycle refers to the time for different signal lights of a lane to be displayed in turn, or the time span from the start of the green light of a main phase stage to the next time when the green light is lit.

[0026] The operation mode of the signal machine 10 includes an offline mode, a sensing mode, and a manual control mode. The offline mode controls the signal light by using a basic timing scheme in static data. The manual control mode controls the signal light according to control instructions of a traffic control personnel. The sensing mode dynamically controls according to sensed traffic demand.

[0027] The sensing mode relies on the perception device and the roadside terminal device 20 for implementation. The roadside terminal device 20 is mainly used to realize real-time, second-level sensing control in combination with the built-in data of the signal machine 10 and the traffic data of the intersection collected by the perception device. The sensing control refers to a control mode in which a vehicle perception device is arranged on an approach lane of an intersection, and a signal timing scheme can be changed according to the sensed vehicle information. Details will be described below.

[0028] In this embodiment, the roadside terminal device 20 can determine the perception area and the perception restricted area in the lane corresponding to the intersection. The division granularity of the perception area and the perception restricted area can be determined according to the perception demand and the deployment of the perception device.

[0029] In some scenarios, the traffic flow of the intersection needs to be perceived. The perception area can include a lane with a traffic flow perception device, so that the traffic flow can be perceived. The perception restricted area can include a lane without a traffic flow perception device or with a faulty traffic flow perception device, so that the traffic flow cannot be perceived.

[0030] In some scenarios, the perception area can include a local area on the lane within the perception range of the motion perception device, and the perception restricted area can include a local area on the lane between the perception range of the motion perception device and the stop line of the lane. The perception restricted local area can also be referred to as a perception blind area on the lane.

[0031] The roadside terminal device 20 can perform vehicle perception on the perception area by using the perception device corresponding to the perception area, to obtain vehicle perception data. The vehicle perception data can include at least one of traffic flow data, vehicle speed, and vehicle position.

[0032] In some embodiments, the perception area is at the lane level, and a vehicle flow perception device can be deployed above the lane or on the ground of the lane. The vehicle flow perception device can include a camera installed above the lane and capable of capturing vehicles passing through the lane, or a coil installed on the ground of the lane and capable of sensing the passage of vehicles. In this implementation, for any lane with vehicle flow perception capability, the roadside terminal device 20 can use the vehicle flow perception device corresponding to the lane to count the traffic flow data of the lane.

[0033] In other embodiments, a motion perception device is deployed on the lane, and the motion perception device has a limited detection range, i.e., the perception area is a local area on the lane. The motion perception device can be implemented as a camera above the lane, an infrared detector on both sides of the lane, or the like. For example, when implemented as a camera, the camera can detect the motion state of a vehicle within the field of view, which mainly refers to the speed and position of the vehicle. In this implementation, for any lane with vehicle motion perception capability, the roadside terminal device 20 can use the motion perception device corresponding to the lane to detect the speed and position of the vehicle within the perception range of the motion perception device on the lane.

[0034] In the following embodiments, for convenience of description and differentiation, the lane on which the vehicle flow perception device is deployed is marked as the first lane, and the lane on which the motion perception device is deployed is marked as the second lane. In some scenarios, the first lane and the second lane can be the same lane, and a perception device (e.g., a camera or an infrared detector) is installed on the lane, which can perceive the traffic flow and can perceive the motion of vehicles within a limited range.

[0035] Based on the vehicle perception data of the perception area and the traffic facility data of the intersection, the roadside terminal device 20 can perform perception compensation calculation on the vehicle data of the perception restricted area to obtain vehicle compensation data of the perception restricted area. The traffic facility data of the intersection can include the length of each phase of the signal of the intersection (such as the length of the red light), the length of the phase stage, the position of the stop line of the intersection, whether the intersection has a turning lane, and the like, but the present embodiment is not limited thereto.

[0036] The roadside terminal device 20 can use a set of completion algorithm to calculate the vehicle perception data of the perception area and the traffic facility data of the intersection to obtain the perception compensation data of the perception restricted area. The vehicle compensation data includes traffic volume data and / or vehicle motion data. The vehicle motion data can include the time when the vehicle drives to the stop line of the intersection. In this way, the defect that the perception restricted area cannot perceive the vehicle driving data or has limited perception of the vehicle driving data can be compensated. The specific implementation of the completion algorithm will be described in subsequent embodiments, which will not be described here.

[0037] After obtaining the vehicle perception data of the perception area and the vehicle compensation data of the perception restricted area, the roadside terminal device 20 can send a phase control instruction to the signal 10 to control the traffic indication signal of the intersection. For example, when the traffic volume data is large, the length of the phase stage can be appropriately extended; when the traffic volume data is small, the phase stage can be extended according to the time when the vehicle arrives at the intersection, and the like.

[0038] In the traffic signal adaptive control system 100, to realize the above-mentioned data interaction process between the signal 10 and the roadside terminal device 20, the signal 10 and the roadside terminal device 20 can establish a communication connection. The specific communication connection mode can be determined according to the actual application scenario.

[0039] In some example embodiments, the signal 10 and the roadside terminal device 20 can communicate by using wired communication or wireless communication. The wireless communication includes short-distance communication modes such as Bluetooth, ZigBee, infrared, WiFi (WIreless-Fidelity, wireless fidelity technology), and long-distance wireless communication modes such as LORA. The wireless communication can also include wireless communication based on a mobile network. When the mobile network is used for communication, the network standard of the mobile network can be any one of 2G (GSM), 2.5G (GPRS), 3G (WCDMA, TD-SCDMA, CDMA2000, UTMS), 4G (LTE), 4G+ (LTE+), 5G, WiMax, and the like.

[0040] In this embodiment, the vehicle perception data of the perception area is acquired by the perception device of the perception area, and the vehicle compensation data of the perception limited area is estimated based on the vehicle perception data of the perception area and the traffic facility data of the intersection, which can effectively deal with the problem of missing or failure of the perception device in some areas, and provide good data support for the control of the traffic signal. The traffic indication signal is controlled based on the vehicle perception data perceived by the perception area and the vehicle compensation data of the perception limited area calculated by compensation, which is beneficial to dynamically adjust the traffic indication signal based on the actual traffic situation, reduce the congestion probability of the intersection, and improve the traffic efficiency of the intersection.

[0041] In some exemplary embodiments, the operation of estimating the vehicle compensation data of the perception limited area according to the vehicle perception data of the perception area and the traffic facility data can include compensation calculation of traffic flow data for the perception limited lane, or compensation calculation of vehicle motion state for the area with a perception blind area on the lane. The following will be described respectively.

[0042] Implementation A: Compensation calculation of traffic flow data for the perception limited lane.

[0043] The roadside terminal device 20 can determine the first lane set with traffic flow perception capability and the second lane set without traffic flow perception capability corresponding to the intersection, and compensate the traffic flow data of the lane in the second lane set. The following will take any lane in the second lane set as an example to illustrate the compensation calculation process of the traffic flow data. For the convenience of distinguishing from the foregoing embodiments, any lane in the second lane set is described as a third lane.

[0044] In this embodiment, the traffic facility data can be implemented as the effective traffic signal duration corresponding to each lane in the intersection. The effective traffic signal duration corresponding to each lane is recorded in the static data of the signal machine 10, and can be obtained from the basic timing scheme in the static data. When the red and green signal is used as the traffic indication signal, the effective traffic signal duration can be implemented as the effective green light duration. The effective green light duration can be obtained by subtracting the loss time before and after the green light from the green light service period duration. The loss time before and after includes the vehicle starting time and the vehicle braking time. As shown in Figure 2 the effective green light duration , wherein is the green light service period duration. The green light service period duration refers to the duration of the right to pass, which usually includes the actual green light duration and the yellow light duration.

[0045] For the third lane, the roadside terminal device 20 can calculate a traffic weighting coefficient of each lane in the first lane set according to a ratio of the effective green signal duration corresponding to the third lane to the effective green signal duration of each lane in the first lane set. For example, taking any fourth lane in the first lane set as an example, the traffic weighting coefficient of the fourth lane can be: the ratio of the effective green signal duration corresponding to the third lane to the effective green signal duration of the fourth lane.

[0046] Among them, the lanes in the first lane set have traffic awareness capability, so the traffic volume data of each lane in the first lane set can be obtained. The traffic volume data can be realized as the number of vehicle statistics, can also be realized as the number of vehicles passing per unit time, and can also be realized as a flow ratio of the vehicle. The flow ratio represents the ratio of the time slice flow of the lane to the saturation flow rate

[0047] Next, the roadside terminal device 20 can calculate a weighted average value of the traffic volume data as the traffic volume data of the third lane according to the traffic weighting coefficient of each lane in the first lane set, the traffic volume data of each lane in the first lane set, and the number of lanes in the first lane set. The weighted average value means that each value is multiplied by the corresponding weight, then summed to obtain the total value, and then divided by the total unit number to obtain the average value.

[0048] The following will be further exemplarily illustrated in combination with specific formulas.

[0049] In the above and the following embodiments of the present application, the traffic volume data can be represented by the flow ratio of the lane. The time slice flow of the lane refers to the traffic volume passing through a lane or a lane group per unit time. The saturation flow rate refers to the maximum traffic volume that can pass through a lane or a lane group per unit time.

[0050] Taking the lane as an example, the flow ratio of the lane can be calculated by the following formula 1:

[0051] Formula 1

[0052] Among them, is the lane time slice flow of the lane , is the saturation flow rate of the lane .

[0053] Suppose the effective green time of the lane in the basic timing scheme is , The first set of lanes equipped with normal traffic flow sensing equipment and the second set of lanes without normal sensing equipment are respectively denoted as... and In the known lane Flow ratio , Under the premise that the lanes in the second lane set Flow ratio The following formula 2 can be used for calculation:

[0054] Formula 2

[0055] in, Represents the set of lanes The number of lanes included. lane Effective green light time lane The traffic flow weighting coefficient. When all the approach lanes at the intersection are equipped with normal traffic flow sensing devices, If it is an empty set, no flow ratio padding is required.

[0056] Implementation Method B: Compensation calculations for vehicle motion state are performed in areas of the lane where there are blind spots in perception.

[0057] In the aforementioned embodiments, the lane where motion sensing devices are deployed is designated as the second lane. The roadside terminal device 20 can utilize the motion sensing devices in the second lane to detect the speed and position of vehicles within the sensing range of the motion sensing devices in that second lane. The following will continue to use the second lane as an example for illustrative explanation.

[0058] For any vehicle in the second lane, the roadside terminal device 20 can determine the vehicle's speed and position within the sensing range at a historical time. This historical time can be the moment the speed and position were detected within a specific retrospective window. For example, the current time is... The duration of the traceability window is At that time, it can be seen from Within the tracing window, a vehicle perception record is obtained, which includes the recording time, the perceived vehicle's speed, and its position. The position includes the remaining distance between the vehicle and the stop line on the second lane; wherein the stop line is located in a perception blind spot outside the perception range.

[0059] Based on the remaining travel distance and the travel speed, the roadside terminal device 20 can calculate the travel time required for the vehicle to reach the stop line. After calculating the travel time, the travel time can be superimposed on the historical time to obtain the time when the vehicle arrives at the stop line.

[0060] The following will provide further illustrative examples using specific formulas.

[0061] Continue in lane For example, let's assume the current time is... The traceability window length is Roadside terminal equipment 20 Vehicle data is constantly obtained from motion sensing devices. ID, driving location and driving speed Among them, the driving location includes the vehicle In the lane Up and lane Distance between parking lines .

[0062] exist to Of all the vehicle information acquired by the internal motion sensing device, the record most recent to the current moment can be retrieved for each vehicle ID. Assuming any vehicle... The most recent perception record corresponding to the historical moment = ,in So, the vehicle Time of arrival at the stop line The calculation process can be shown in the following formula:

[0063] Formula 3

[0064] in, Indicates vehicle exist Time and Lane The distance between the parking lines; Indicates vehicle exist The speed at any given moment.

[0065] The driving speed in Formula 3 above For vehicles The average speed at which the vehicle approaches the stop line, this average speed can be determined by... The speed of the vehicle detected at any time is estimated as shown in the following formula:

[0066] Formula 4

[0067] in, and Specify the maximum and minimum average speeds for the intersection.

[0068] Based on the above formula 3 and formula 4, the time when the vehicle in the sensing coverage of the motion sensing device and the vehicle entering the sensing blind area reach the stop line can be predicted, thereby providing data basis for the control process of the traffic indication signal.

[0069] The above embodiment A and embodiment B can be executed alone or in combination, depending on specific requirements, and the present embodiment is not limited.

[0070] In some optional embodiments, the road side terminal device 20 can also optimize the phase stage duration of the indication light of the intersection in real time according to the estimated traffic volume data. The following will be specifically described in combination with embodiment C.

[0071] Embodiment C: optimizing the duration of the phase stage according to the traffic ratio of the lane.

[0072] In the present embodiment, the road side terminal device 20 can optimize the duration of each phase stage of the traffic indication signal of the intersection according to the vehicle sensing data of the lane and the vehicle traffic volume data calculated by compensating according to embodiment A.

[0073] Optionally, the road side terminal device 20 can input the traffic volume data of the lane in the first lane set and the traffic volume data of the lane in the second lane set into a phase timing optimization model; in the phase timing optimization model, the duration of each phase stage of the signal machine is optimized according to the traffic volume data of the lane in the first lane set, the traffic volume data of the lane in the second lane set and the preset target lane saturation, to obtain the optimized duration of each phase stage.

[0074] Continue to take the lane as an example. Wherein, the phase timing optimization model can be as shown in the following formula:

[0075] Formula 5

[0076] Wherein, represents the set target saturation, which can be set according to the actual situation of the road. Generally, the value of can be 0.8, 0.85 or 0.9, etc., to ensure that the road is relatively smooth. Wherein, represents the actual saturation of the lane under the constraint of the minimum phase stage duration; is the number of phase stages, represents the phase duration of the phase stage , ; represents the optimized duration of the multiple phase stages .

[0077] The constraint condition of the above formula 5 is:

[0078] Condition 1:

[0079] Condition 2:

[0080] Condition 3:

[0081] Condition 4:

[0082] Condition 5:

[0083] wherein, denotes the length of the actual effective traffic signal (for example, the effective green light) of the lane denotes the lower limit value of the effective traffic signal (for example, the effective green light) of the lane denotes the mapping relationship between the phase stage and the lane, if the lane is allowed to pass in the phase stage , then , otherwise ; denotes the loss time of the lane in each signal cycle. denotes the upper limit value of the phase stage length, denotes the lower limit value of the phase stage length; denotes the upper limit value of the signal cycle length, denotes the lower limit value of the signal cycle length; wherein, is recorded in the static data of the signal machine 10.

[0084] Based on the above embodiment C, the optimized length of the multiple phase stages of the signal indicator light can be calculated in real time according to the perceived traffic flow data and the compensation calculated traffic flow data, and an optimized timing scheme is obtained.

[0085] On the basis of the above embodiment, the roadside terminal device 20 can perform sensing control on the traffic indication signal of the intersection according to the vehicle sensing data of the sensing area and the vehicle compensation data of the sensing limited area. The following will be exemplarily described taking any one current phase stage as an example.

[0086] Optionally, if the lanes allowed to pass in the current phase stage all belong to the second lane set, the optimized length of the current phase stage is taken as the length of the current phase stage. That is, the lanes allowed to pass in the current phase stage all do not have normal sensing devices, and then the optimized timing scheme calculated by the embodiment C is enabled.

[0087] ​​Optionally, if the part of the lanes allowed to pass in the intersection in the current phase belongs to the second lane set, and the traffic flow data of the part of the lanes allowed to pass is greater than or equal to the set traffic threshold, the optimized duration of the current phase is taken as the duration of the current phase. That is, the part of the lanes allowed to pass in the current phase does not have normal sensing devices, and the compensation calculated traffic flow data is greater than or equal to the set traffic threshold, and the implementation mode C is used to calculate the optimized timing scheme. Taking the lane as an example, if the traffic flow data is realized as the flow ratio, and the lane flow ratio of the lane allowed to pass in the current phase is higher than the given flow ratio threshold , that is , the optimized duration of the current phase is taken as the duration of the current phase.

[0088] In the above implementation, when the traffic flow data of the lane allowed to pass cannot be sensed or the sensed traffic flow data is high, the optimized timing scheme is used, which is beneficial to reduce the congestion of the intersection and improve the passing efficiency of the intersection.

[0089] Optionally, if the lanes allowed to pass in the intersection in the current phase all belong to the first lane set, the duration of the current phase is sensed and controlled according to the vehicle motion data on the lanes allowed to pass.

[0090] Optionally, if the lanes allowed to pass in the intersection in the current phase belong to the second lane set, and the traffic flow data of the lanes allowed to pass is less than the set traffic threshold, the duration of the current phase is sensed and controlled according to the vehicle motion data on the lanes allowed to pass. Taking the lane as an example, if the traffic flow data is realized as the flow ratio, and the lane flow ratio of the lane allowed to pass in the current phase is lower than the given flow ratio threshold , that is , the duration of the current phase is sensed and controlled according to the vehicle motion data on the lanes allowed to pass.

[0091] Optionally, when the duration of the current phase is sensed and controlled according to the vehicle motion data on the lanes allowed to pass, the congestion degree of the intersection can be further predicted, and part of the lanes or all of the lanes allowed to pass are selected for sensing and control. Optionally, the roadside terminal device 20 can use the optimized cycle duration to predict the congestion degree of the intersection, which will be exemplarily described below.

[0092] ​​After the roadside terminal device 20 executes the embodiment C, the optimized time length of the multiple phase stages of the signal machine can be obtained, and the optimized phase cycle can be calculated according to the optimized time length of the multiple phase stages. The time length of the optimized phase cycle is According to the optimized phase cycle, the to-be-detected lane can be determined from the lane allowed to pass in the current phase stage.

[0093] Optionally, the difference between the optimized phase cycle and the preset upper limit value of the signal cycle is calculated. If the difference is less than a set difference threshold , that is, , it is considered that the congestion at the intersection is predicted to occur. When the difference threshold is small, ≈ , the difference threshold Δ is 0, . At this time, the lane allowed to pass in the current phase stage but not allowed to pass in the next phase stage is determined as the to-be-detected lane.

[0094] Optionally, if the difference between the optimized phase cycle and the preset upper limit value of the signal cycle is greater than or equal to a set difference threshold , that is, , it is considered that the congestion at the intersection is predicted not to occur. At this time, the lane with traffic flow data satisfying a set condition is determined as the to-be-detected lane from the lane allowed to pass in the current phase stage but not allowed to pass in the next phase stage.

[0095] Among the lanes allowed to pass in the current phase stage but not allowed to pass in the next phase stage, the lane with traffic flow data satisfying a set condition can be referred to as a key sensing lane. The key sensing lane belongs to a set of common sensing lanes.

[0096] The condition that the traffic flow data satisfies a set condition can include that the traffic ratio of the key sensing lane is the highest or ranks in the front, and the traffic ratio of other common sensing lanes in the set of common sensing lanes with different turning directions from the key sensing lane is less than a given percentage (for example, 60%, 65%, or 70%, etc.) of the highest traffic ratio. The set of key sensing lanes includes all sensing lanes with the same turning direction as the key sensing lane.

[0097] After the to-be-detected lane is determined based on the above-mentioned embodiments, the time length of the current phase stage can be controlled in combination with the vehicle data of the to-be-detected lane.

[0098] Optionally, the roadside terminal device 20 judges whether the duration of the current phase stage is equal to the set upper limit value of the signal duration; if equal to the upper limit value, the current phase stage is ended;

[0099] If the duration of the current phase stage is less than the upper limit value of the signal duration, the time at which the vehicle on the to-be-detected lane reaches the stop line of the to-be-detected lane is calculated according to the to-be-detected lane obtained by the implementation mode B, and it is judged whether there is a vehicle reaching the stop line on the to-be-detected lane in the transition state of the current phase stage after the current time ends the phase stage; if there is a vehicle reaching the stop line on the to-be-detected lane in the transition state, the duration of the current phase stage is extended. The transition state refers to the state in the given unit traffic signal extension time after the effective traffic signal ends, that is, the state in the given green light extension time after the effective green light ends.

[0100] The above process can be described as a combination of "Gap-Out" judgment logic and "Max-Out" judgment logic. That is, when the allowed lane is subjected to actuated control, if the duration of the current phase stage does not meet the minimum green light duration built in the signal machine, it is waited, otherwise the "Gap-Out" and "Max-Out" judgment logic is entered. Among them, the "Max-Out" logic mainly issues a phase stage termination instruction when the phase stage reaches the maximum green light duration built in the signal machine. The "Gap-Out" logic mainly combines the time at which all vehicles that have performed blind area compensation reach the stop line and the transition state (green light countdown, green flash, yellow light and all red light) duration of the signal light, judges whether there is a vehicle reaching the stop line in the to-be-detected area in the given unit green light extension time after the effective green light ends if the phase stage termination instruction is issued at the current time and enters the transition state of the phase stage, if yes, the phase stage is extended; if no, the phase stage termination instruction is issued.

[0101] Based on the above embodiments, the vehicle perception data of the perception area is obtained through the perception device of the perception area, and the vehicle compensation data of the perception limited area is estimated based on the vehicle perception data of the perception area and the traffic facility data of the intersection, which can effectively deal with the problem of missing or failure of the perception device in part of the area and provide good data support for the control of the traffic signal. The traffic indication signal is controlled based on the vehicle compensation data of the perception limited area obtained by the vehicle perception data perceived by the perception area and the compensation calculation, which is beneficial to dynamically adjust the traffic indication signal based on the actual traffic situation, reduce the congestion probability of the intersection, and improve the traffic efficiency of the intersection.

[0102] The traffic signal sensing control method provided by the above and the following embodiments of the present application can significantly improve the delay of vehicles passing through the intersection when tested in multiple test points in the city. The delay of vehicles passing through the intersection can be obtained from the vehicle driving data fed back by the electronic map. The delay of vehicles passing through the intersection is defined as the delay of the actual time of vehicles passing through the intersection relative to the time of vehicles passing through the intersection in free flow. Free flow refers to vehicle flow without stopping and without considering traffic lights. Assuming that free flow from point A of one section of the intersection to point B of the other end takes 1 minute, and the actual electronic map feedback data shows that the vehicle takes 2 minutes from point A to point B, then the delay of the intersection is 1 minute.

[0103] Based on the sensing control system provided by the present embodiment, the delay time of vehicles passing through the intersection fed back by the electronic navigation map is reduced by about 15% on average. The following table is the optimization percentage of intersection delay in different time periods in multiple test points:

[0104]

[0105] The test data of the above multiple test points shows that the traffic signal sensing control system provided by the present embodiment can greatly improve the passing efficiency of the intersection and shorten the passing time of the intersection.

[0106] In addition to the traffic signal sensing control system provided by the above embodiments, the present embodiment also provides a traffic signal sensing control method, which will be described below with reference to the accompanying drawings.

[0107] Figure 3 is a flowchart of the traffic signal sensing control method provided by an exemplary embodiment of the present application. When the method is executed on the roadside terminal device side, it can include the steps as shown in Figure 3 .

[0108] Step 301, determine the sensing area and the sensing limited area in the lane corresponding to the intersection.

[0109] Step 302, use the sensing device corresponding to the sensing area to perform vehicle sensing on the sensing area to obtain vehicle sensing data.

[0110] Step 303, according to the vehicle sensing data and the traffic facility data of the intersection, perform sensing compensation calculation on the vehicle data of the sensing limited area to obtain vehicle compensation data of the sensing limited area.

[0111] Step 304, according to the vehicle sensing data and the vehicle compensation data, perform sensing control on the phase stage of the signal machine of the intersection.

[0112] In some example embodiments, a way of performing vehicle perception on the perception area by using the perception device corresponding to the perception area to obtain vehicle perception data includes: for any first lane with vehicle flow perception capability, using the vehicle flow perception device corresponding to the first lane to count the vehicle flow data of the first lane; and / or, for any second lane with vehicle motion perception capability, using the motion perception device corresponding to the second lane to detect the driving speed and driving position of a vehicle on the second lane within the perception range of the motion perception device.

[0113] In some example embodiments, a way of performing compensation calculation on the vehicle data of the perception limited area according to the vehicle perception data and the traffic facility data of the intersection to obtain vehicle compensation data of the perception limited area includes: for any vehicle on the second lane, determining the driving speed and driving position of the vehicle within the perception range detected at a historical time; the driving position includes the remaining driving distance between the vehicle and a stop line on the second lane; the stop line is located in a perception blind area outside the perception range; according to the remaining driving distance and the driving speed, calculating the driving time required for the vehicle to reach the stop line; and superimposing the driving time on the historical time to obtain the time when the vehicle reaches the stop line.

[0114] In some example embodiments, a way of performing compensation calculation on the vehicle data of the perception limited area according to the vehicle perception data and the traffic facility data of the intersection to obtain vehicle compensation data of the perception limited area includes: determining a first lane set with vehicle flow perception capability and a second lane set without vehicle flow perception capability corresponding to the intersection; for any third lane in the second lane set, calculating a vehicle flow weighting coefficient of each lane in the first lane set according to the ratio of the effective passing signal time length corresponding to the third lane to the effective passing signal time length of each lane in the first lane set; and calculating a weighted average value of the vehicle flow data according to the vehicle flow weighting coefficient of each lane in the first lane set, the vehicle flow data of each lane in the first lane set, and the number of lanes in the first lane set, as the vehicle flow data of the third lane.

[0115] In some example embodiments, the method further comprises: inputting the traffic volume data of the lanes in the first lane set and the traffic volume data of the lanes in the second lane set into a phase timing optimization model; and optimizing the time length of each phase of the signal in the phase timing optimization model according to the traffic volume data of the lanes in the first lane set, the traffic volume data of the lanes in the second lane set, and a preset target lane saturation, to obtain the optimized time length of each phase.

[0116] In some example embodiments, a way of adaptively controlling the phase of the signal at the intersection according to the vehicle perception data and the vehicle compensation data comprises: if the lanes allowing passage at the current phase all belong to the first lane set, adaptively controlling the time length of the current phase according to the vehicle motion data on the lanes allowing passage; if the lanes allowing passage at the current phase belong to the second lane set and the traffic volume data of the lanes allowing passage is less than a set traffic threshold, adaptively controlling the time length of the current phase according to the vehicle motion data on the lanes allowing passage; if the lanes allowing passage at the current phase all belong to the second lane set, taking the optimized time length of the current phase as the time length of the current phase; and if part of the lanes allowing passage at the current phase belong to the second lane set and the traffic volume data of the part of the lanes allowing passage is greater than or equal to the set traffic threshold, taking the optimized time length of the current phase as the time length of the current phase.

[0117] In some example embodiments, a way of adaptively controlling the time length of the current phase according to the vehicle motion data on the lanes allowing passage comprises: determining a to-be-detected lane from the lanes allowing passage at the current phase; judging whether the time length of the current phase is equal to a set signal time upper limit value; if the time length of the current phase is equal to the signal time upper limit value, controlling the signal to end the current phase; and if the time length of the current phase is less than the signal time upper limit value, judging, according to the time at which a vehicle on the to-be-detected lane reaches a stop line on the to-be-detected lane, whether there is a vehicle reaching the stop line on the to-be-detected lane in a transition state of the current phase if the current phase ends at the current time; and if there is a vehicle reaching the stop line on the to-be-detected lane in the transition state, controlling the signal to extend the time length of the current phase.

[0118] In some example embodiments, one way of determining the to-be-detected lane from the lanes allowed to pass includes: determining a set of lanes allowed to pass in a current phase stage and not allowed to pass in a next phase stage as a set of sensed lanes; calculating an optimized phase cycle according to signal optimization time lengths of multiple phase stages of the signal machine; if a difference between the optimized phase cycle and a preset signal cycle upper limit value is less than a set difference threshold value, lanes in the set of sensed lanes are taken as the to-be-detected lane; if the difference between the optimized phase cycle and the preset signal cycle upper limit value is greater than or equal to the set difference threshold value, a lane with traffic flow data satisfying a set condition is determined from the set of sensed lanes as the to-be-detected lane.

[0119] In the embodiment, the vehicle sensing data of the sensing area is acquired by the sensing device of the sensing area, and the vehicle compensation data of the sensing-limited area is estimated based on the vehicle sensing data of the sensing area and the traffic facility data of the intersection, which can effectively deal with the problem of missing or failure of the sensing device in part of the area and provide good data support for the control of the traffic signal. The traffic indication signal is sensed and controlled based on the vehicle compensation data of the sensing-limited area obtained by sensing the vehicle sensing data of the sensing area and compensation calculation, which is beneficial to dynamically adjusting the traffic indication signal based on the actual traffic condition, reducing the congestion probability of the intersection, and improving the traffic efficiency of the intersection.

[0120] It should be noted that the execution subject of each step of the method provided in the above embodiments can be the same device, or the method can also be executed by different devices as the execution subject. For example, the execution subject of steps 301 to 304 can be device A; for another example, the execution subject of steps 301 and 302 can be device A, and the execution subject of step 303 can be device B; and the like.

[0121] In addition, in some of the processes described in the above embodiments and the accompanying drawings, a plurality of operations appearing in a certain order are included, but it should be clearly understood that these operations can be executed or executed in parallel without the order in which they appear in this text. The serial numbers of the operations, such as 301, 302, etc., are only used to distinguish different operations, and the serial numbers themselves do not represent any execution order. In addition, these processes can include more or fewer operations, and the operations can be executed in sequence or in parallel.

[0122] It should be noted that the "first", "second", and the like in this text are used to distinguish different messages, devices, modules, etc., and do not represent the order of precedence. "First" and "second" are not of different types.

[0123] Figure 4Fig. 1 is a structural schematic diagram of a roadside terminal device provided by an example embodiment of the present application, which is applicable to the traffic signal sensing control system provided by the foregoing embodiments. As shown in Fig. 1, the roadside terminal device comprises a memory 401, a processor 402 and a communication component 403. Figure 4

[0124] The memory 401 is configured to store computer programs and can be configured to store other various data to support operations on the roadside terminal device. Examples of the data include instructions of any application program or method for operating on the roadside terminal device, contact data, phonebook data, messages, pictures, videos, etc.

[0125] The memory 401 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as a static random access memory (SRAM), an electrically erasable programmable read-only memory (EEPROM), an erasable programmable read-only memory (EPROM), a programmable read-only memory (PROM), a read-only memory (ROM), a magnetic storage, a flash memory, a magnetic disk or an optical disk.

[0126] The processor 402 is coupled to the memory 401 and is configured to execute the computer programs in the memory 401 to determine a perception area and a perception limited area in a lane corresponding to an intersection, perform vehicle perception on the perception area by using a perception device corresponding to the perception area to obtain vehicle perception data, perform perception compensation calculation on vehicle data of the perception limited area according to the vehicle perception data and traffic facility data of the intersection to obtain vehicle compensation data of the perception limited area, and perform sensing control on a phase stage of a signal machine of the intersection according to the vehicle perception data and the vehicle compensation data.

[0127] Further optionally, when the processor 402 performs vehicle perception on the perception area by using a perception device corresponding to the perception area to obtain vehicle perception data, the processor 402 is specifically configured to, for any first lane with vehicle flow perception capability, perform statistics on vehicle flow data of the first lane by using a vehicle flow perception device corresponding to the first lane, and / or, for any second lane with vehicle motion perception capability, detect a driving speed and a driving position of a vehicle located within a perception range of a motion perception device of the second lane by using the motion perception device corresponding to the second lane.

[0128] ​Further optionally, the processor 402 is configured to, when performing the compensation calculation on the vehicle data of the perception-limited area according to the vehicle perception data and the traffic facility data of the intersection, specifically configured to: determine, for any vehicle on the second lane, a driving speed and a driving position of the vehicle detected at a historical time in the perception range; the driving position includes a remaining driving distance between the vehicle and a stop line on the second lane; the stop line is located in a perception blind area outside the perception range; calculate a driving time length required for the vehicle to reach the stop line according to the remaining driving distance and the driving speed; and superimpose the driving time length on the historical time to obtain a time at which the vehicle reaches the stop line.

[0129] Further optionally, the processor 402 is configured to, when performing the compensation calculation on the vehicle data of the perception-limited area according to the vehicle perception data and the traffic facility data of the intersection, specifically configured to: determine a first lane set with vehicle flow perception capability and a second lane set without vehicle flow perception capability corresponding to the intersection; for any third lane in the second lane set, calculate a vehicle flow weighting coefficient of each lane in the first lane set according to a ratio of an effective passing signal time length corresponding to the third lane to an effective passing signal time length of each lane in the first lane set; and calculate a weighted average value of the vehicle flow data as the vehicle flow data of the third lane according to the vehicle flow weighting coefficient of each lane in the first lane set, the vehicle flow data of each lane in the first lane set, and the number of lanes in the first lane set.

[0130] Further optionally, the processor 402 is further configured to: input the vehicle flow data of the lanes in the first lane set and the vehicle flow data of the lanes in the second lane set into a phase timing optimization model; and in the phase timing optimization model, optimize a time length of each phase stage of the signal machine according to the vehicle flow data of the lanes in the first lane set, the vehicle flow data of the lanes in the second lane set, and a preset target lane saturation degree, to obtain an optimized time length of each phase stage of the multiple phase stages.

[0131] Further optionally, the processor 402 is configured to, when controlling the phase stage of the signal of the intersection according to the vehicle perception data and the vehicle compensation data, specifically configured to: if the lanes allowed to pass in the current phase stage belong to the first lane set, control the time length of the current phase stage according to the vehicle motion data on the lanes allowed to pass; if the lanes allowed to pass in the current phase stage belong to the second lane set and the vehicle flow data of the lanes allowed to pass is less than a set vehicle flow threshold, control the time length of the current phase stage according to the vehicle motion data on the lanes allowed to pass; if the lanes allowed to pass in the current phase stage all belong to the second lane set, set the optimized time length of the current phase stage as the time length of the current phase stage; if part of the lanes allowed to pass in the current phase stage belong to the second lane set and the vehicle flow data of the part of the lanes allowed to pass is greater than or equal to the set vehicle flow threshold, set the optimized time length of the current phase stage as the time length of the current phase stage.

[0132] Further optionally, the processor 402 is configured to, when controlling the time length of the current phase stage according to the vehicle motion data on the lanes allowed to pass, specifically configured to: determine a to-be-detected lane from the lanes allowed to pass in the current phase stage; determine whether the time length of the current phase stage is equal to a set signal time length upper limit value; if the time length of the current phase stage is equal to the signal time length upper limit value, control the signal to end the current phase stage; if the time length of the current phase stage is less than the signal time length upper limit value, determine whether there is a vehicle reaching a stop line on the to-be-detected lane in a transition state of the current phase stage after the current time ends the phase stage according to a time when a vehicle on the to-be-detected lane reaches the stop line on the to-be-detected lane; if there is a vehicle reaching the stop line on the to-be-detected lane in the transition state, control the signal to extend the time length of the current phase stage.

[0133] Further optionally, the processor 402 is configured to, when determining the to-be-detected lane from the lanes allowed to pass, specifically configured to: determine a set of lanes allowed to pass in the current phase stage and not allowed to pass in the next phase stage as a sensing lane set; calculate an optimized phase cycle according to the signal optimization time lengths of the plurality of phase stages of the signal; if a difference between the optimized phase cycle and a preset signal cycle upper limit value is less than a set difference threshold, set the lanes in the sensing lane set as the to-be-detected lane; if the difference between the optimized phase cycle and the preset signal cycle upper limit value is greater than or equal to the set difference threshold, determine a lane with vehicle flow data satisfying a set condition from the sensing lane set as the to-be-detected lane.

[0134] Further, as shown in Figure 4 the roadside terminal device further includes a power supply component 404 and other components. Figure 4 Some components are only schematically given in the figure and do not mean that the roadside terminal device only includes Figure 4 the components shown in the figure.

[0135] The communication component 403 is configured to facilitate wired or wireless communication between the device where the communication component is located and other devices. The device where the communication component is located can access a wireless network based on a communication standard, such as WiFi, 2G, 3G, 4G or 5G, or a combination thereof. In an example embodiment, the communication component receives a broadcast signal or broadcast related information from an external broadcast management system via a broadcast channel. In an example embodiment, the communication component can be implemented based on near field communication (NFC) technology, radio frequency identification (RFID) technology, infrared data association (IrDA) technology, ultra wide band (UWB) technology, Bluetooth (BT) technology and other technologies.

[0136] The power supply component 404 provides power for various components of the device where the power supply component is located. The power supply component can include a power management system, one or more power supplies, and other components associated with generating, managing and distributing power for the device where the power supply component is located.

[0137] In the embodiment, the vehicle sensing data of the sensing area is acquired by the sensing device of the sensing area, and the vehicle compensation data of the sensing limited area is estimated based on the vehicle sensing data of the sensing area and the traffic facility data of the intersection, which can effectively deal with the problem of missing or failure of the sensing device in part of the area and provide good data support for the control of the traffic signal. The traffic indication signal is controlled based on the vehicle sensing data of the sensing area and the vehicle compensation data of the sensing limited area calculated by compensation, which is beneficial to dynamically adjust the traffic indication signal based on the actual traffic situation, reduce the congestion probability of the intersection and improve the traffic efficiency of the intersection.

[0138] Correspondingly, the embodiment of the application also provides a computer readable storage medium storing a computer program, which can implement each step that can be executed by the roadside terminal device in the method embodiment when the computer program is executed.

[0139] Those skilled in the art will appreciate that embodiments of the application can be readily used as a method, a system, or a computer program product. Accordingly, the application can take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the application can take the form of a computer program product on one or more computer readable storage media (including, but not limited to, disk memory, CD-ROMs, optical storage devices, etc.) embodying computer readable program code.

[0140] The application is described in reference to the flowchart and / or block diagrams of the methods, apparatus (systems) and computer program products according to embodiments of the application. It will be understood that each block of the flowchart and / or block diagrams, and combinations of blocks in the flowchart and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart and / or block diagram block or blocks. Figure 1 Figure 1

[0141] These computer program instructions can also be stored in a computer readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer readable memory produce an article of manufacture including instructions which implement the function specified in the flowchart and / or block diagram block or blocks. Figure 1 Figure 1

[0142] These computer program instructions can also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart and / or block diagram block or blocks. Figure 1 Figure 1

[0143] In one typical configuration, the computing device includes one or more processors (CPUs), input / output interfaces, network interfaces, and memory.

[0144] The memory can include non-persistent memory and / or persistent memory, such as flash memory, or a readonly memory (ROM). The memory is an example of computer readable media. ​​​​​​

[0145] Computer-readable media includes permanent and non-permanent, movable and non-movable media that can be implemented by any method or technology to store information. The information can be computer-readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, compact disc read-only memory (CD-ROM), digital versatile disc (DVD) or other optical storage, magnetic cassette, magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information accessible by a computing device. According to the definition herein, computer-readable media does not include transitory media such as modulated data signals and carriers.

[0146] It should also be noted that the terms "comprising", "containing", or any other variant thereof are intended to cover non-exclusive inclusions, so that a process, method, article or apparatus that includes a list of elements does not only include those elements, but also includes other elements not explicitly listed, or further includes elements inherent in such a process, method, article or apparatus. Without more limitations, the element defined by the statement "comprising a" does not exclude the presence of additional identical elements in the process, method, article or apparatus that includes the element.

[0147] The above only describes the embodiments of the present application and is not intended to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. within the spirit and principles of the present application shall be included in the scope of claims of the present application.

Claims

1. A traffic signal responsive control method characterized by, The method comprises: determining a first lane set with traffic flow sensing capability and a second lane set without traffic flow sensing capability in the entrance lane corresponding to the intersection; using the sensing device corresponding to the lane in the first lane set to perform vehicle sensing on the lane to obtain traffic flow sensing data; performing sensing compensation calculation on the traffic flow data of the lanes in the second lane set according to the traffic flow sensing data and the traffic facility data of the intersection to obtain traffic flow compensation data of the lanes in the second lane set; performing sensing control on the phase stage of the signal machine of the intersection according to the traffic flow sensing data and the traffic flow compensation data; wherein, according to the traffic flow sensing data and the traffic facility data of the intersection, the traffic flow data of the lanes in the second lane set is calculated to obtain the traffic flow compensation data of the lanes in the second lane set, comprising: for any third lane in the second lane set, according to the ratio of the effective passing signal duration corresponding to the third lane to the effective passing signal duration of the lanes in the first lane set, the traffic flow weighting coefficient of each lane in the first lane set is calculated; according to the traffic flow weighting coefficient of each lane in the first lane set, the traffic flow data of each lane in the first lane set and the number of lanes in the first lane set, the weighted average value of the traffic flow data is calculated as the traffic flow data of the third lane.

2. The method of claim 1, wherein, The method further comprises: for any second lane with vehicle motion sensing capability at the intersection, using the motion sensing device corresponding to the second lane to detect the driving speed and driving position of the vehicle on the second lane within the sensing range of the motion sensing device; according to the driving speed and driving position of the vehicle, the time when the vehicle reaches the stop line on the second lane is sensed, and the stop line is located in the sensing blind area outside the sensing range; according to the traffic flow sensing data and the traffic flow compensation data, the phase stage of the signal machine of the intersection is controlled, comprising: according to the traffic flow sensing data, the traffic flow compensation data, the driving speed and driving position of the vehicle, and the time when the vehicle reaches the stop line, the phase stage of the signal machine of the intersection is controlled.

3. The method of claim 2, wherein, According to the driving speed and driving position of the vehicle, the time when the vehicle reaches the stop line on the second lane is sensed, comprising: for any vehicle on the second lane, the driving speed and driving position of the vehicle within the sensing range detected at the historical time are determined; the driving position comprises: the remaining driving distance between the vehicle and the stop line on the second lane; the stop line is located in the sensing blind area outside the sensing range; according to the remaining driving distance and the driving speed, the driving time required for the vehicle to reach the stop line is calculated; superimposing the driving time on the historical time to obtain the time when the vehicle reaches the stop line.

4. The method of claim 1, wherein, Further comprising: inputting traffic volume data of lanes in the first lane set and traffic volume data of lanes in the second lane set into a phase timing optimization model; in the phase timing optimization model, according to the traffic volume data of lanes in the first lane set, the traffic volume data of lanes in the second lane set and a preset target lane saturation, the time length of each phase stage of the signal machine is optimized to obtain the optimized time length of each phase stage.

5. The method of claim 4, wherein, According to the vehicle perception data and the vehicle compensation data, the phase stage of the signal machine at the intersection is inductively controlled, including: If the lanes allowed to pass through in the current phase stage all belong to the first lane set, the time length of the current phase stage is inductively controlled according to the vehicle motion data on the lanes allowed to pass through; If the lanes allowed to pass through in the current phase stage belong to the second lane set and the traffic volume data of the lanes allowed to pass through is less than a set traffic threshold, the time length of the current phase stage is inductively controlled according to the vehicle motion data on the lanes allowed to pass through; If the lanes allowed to pass through in the current phase stage all belong to the second lane set, the optimized time length of the current phase stage is taken as the time length of the current phase stage; If part of the lanes allowed to pass through in the current phase stage belong to the second lane set and the traffic volume data of the part of the lanes allowed to pass through is greater than or equal to the set traffic threshold, the optimized time length of the current phase stage is taken as the time length of the current phase stage.

6. The method of claim 5, wherein, The inductive control of the time length of the current phase stage according to the vehicle motion data on the lanes allowed to pass through includes: determining a to-be-detected lane from the lanes allowed to pass through in the current phase stage; judging whether the time length of the current phase stage is equal to a set signal time length upper limit value; if the time length of the current phase stage is equal to the signal time length upper limit value, controlling the signal machine to end the current phase stage; if the time length of the current phase stage is less than the signal time length upper limit value, judging, according to the time at which a vehicle on the to-be-detected lane reaches a stop line on the to-be-detected lane, whether there is a vehicle reaching the stop line on the to-be-detected lane in a transition state of the current phase stage after the current phase stage ends at the current time; if there is a vehicle reaching the stop line on the to-be-detected lane in the transition state, controlling the signal machine to extend the time length of the current phase stage.

7. The method of claim 6, wherein, The determination of the to-be-detected lane from the lanes allowed to pass through includes: determining a set of lanes allowed to pass through in the current phase stage and not allowed to pass through in the next phase stage as an inductive lane set; calculating an optimized phase cycle according to the signal optimization time length of the multiple phase stages of the signal machine; if the difference between the optimized phase cycle and a preset signal cycle upper limit value is less than a set difference threshold value, taking the lanes in the inductive lane set as the to-be-detected lane; If a difference between the optimized phase cycle and a preset signal cycle upper limit value is greater than or equal to the set difference threshold value, a lane with traffic flow data satisfying a set condition is determined as the to-be-detected lane from the set of inductive lanes.

8. A wayside terminal device, comprising: Comprising: a memory and a processor; the memory is configured to store one or more computer instructions; the processor is configured to execute the one or more computer instructions to perform the traffic signal induction control method of any one of claims 1-7.

9. A computer readable storage medium storing a computer program, characterized in that, The computer program, when executed by the processor, can implement the traffic signal induction control method of any one of claims 1-7.

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