Signal control method, device, equipment and medium for ensuring the safety of pedestrians and non-motor vehicles

Abstract

The present application provides a signal control method, device, equipment and medium for ensuring the safety of pedestrians and non-motor vehicles, which relates to the field of signal control technology. The method includes: determining traffic participants at the current intersection based on surveillance videos; calculating utility loss values corresponding to different types of traffic participants based on the red-light running parameters corresponding to each type of traffic participant; wherein the utility loss value is used to represent the loss corresponding to the decision-making of traffic participants regarding the red-light running risk or the waiting red-light duration; calculating the utility loss value according to the utility loss value minimization strategy to determine the signal control timing parameters, and determining the green signal ratio of the current intersection through the signal control timing parameters. The present application reduces the red-light running risk of pedestrians or motor vehicles and simultaneously reduces the risk of traffic accidents.

Description

Technical Field

[0001] The present application relates to the field of signal control technology, and in particular, to a signal control method, device, equipment and medium for ensuring the safety of pedestrians and non-motor vehicles. Background Art

[0002] Currently, for intersections with mixed traffic of people and vehicles, signal control timing is often set according to the traffic demand of motor vehicles. Since it is difficult to capture pedestrians and non-motor vehicles running red lights and there are no corresponding traffic regulations punishment measures, there is a risk of pedestrians or non-motor vehicles running red lights and colliding with oncoming vehicles. For example, when the red light is displayed in the waiting area at an intersection, there are often situations where pedestrians or non-motor vehicles run through the intersection when there are no oncoming vehicles. Summary of the Invention

[0003] The purpose of the present application is to provide a signal control method, device, equipment and medium for ensuring the safety of pedestrians and non-motor vehicles, reducing the risk of pedestrians or motor vehicles running red lights, and at the same time reducing the risk of traffic accidents.

[0004] In a first aspect, the present invention provides a signal control method for ensuring the safety of pedestrians and non-motor vehicles, the method comprising: determining traffic participants at a current intersection based on a monitoring video; calculating utility loss values corresponding to different types of traffic participants based on red-light running parameters corresponding to each type of traffic participant; wherein the utility loss value is used to represent the loss corresponding to a traffic participant's decision-making regarding the risk of running a red light or the waiting duration for a red light; calculating the utility loss value according to the minimum utility loss value strategy to determine signal control timing parameters, and determining the green signal ratio of the current intersection through the signal control timing parameters.

[0005] In an optional embodiment, the traffic participants include at least one or more of pedestrians, bicycles, two-wheeled motorcycles, three-wheeled or mini cars, small passenger cars or small trucks, large passenger cars, large trucks; the method further comprises: determining the equivalent traffic volume in the north-south direction and the east-west direction of the current intersection based on the preset conversion weights corresponding to each type of traffic participant.

[0006] In an optional embodiment, the method further comprises: determining the waiting delay duration of traffic participants waiting for a red light at the intersection: d = \frac{(1 - λ) 2}{2*(1 - λ*x)} + \frac{λ 2}{2*(1 - x)} - 0.65*(\frac{C}{q 2}) {\frac{1}{3}} *x {(2+5*λ)} ; where d is the waiting delay duration; \frac is a fractional operation; λ is the green signal ratio; x is the lane group saturation; C is the signal control timing cycle; q is the lane group traffic flow.

[0007] In an alternative embodiment, calculating the utility loss values corresponding to different types of traffic participants based on the red-light running parameters corresponding to each type of traffic participant includes: obtaining the red-light running violation rate of the traffic participant and determining a reference traffic participant; determining the utility loss weight of the target traffic participant based on the first red-light running violation rate corresponding to the reference traffic participant and the second red-light running violation rate corresponding to the target traffic participant; and determining the utility loss values of all traffic participants based on the product of the utility loss weight and the waiting delay duration.

[0008] In an alternative embodiment, the signal control timing parameters include a signal control timing cycle; calculating the signal control timing parameters according to the minimum utility loss value strategy includes: calculating the utility loss value based on a preset iterative optimization algorithm, and determining the configuration cycle corresponding to the minimum utility loss as the signal control timing cycle.

[0009] In an alternative embodiment, the method further includes: determining whether the pedestrian crossing safety duration in the north-south or east-west direction under the signal control timing cycle is less than the optimal green light duration corresponding to the green signal ratio; if so, performing simulation through traffic simulation software to compare the difference in timing effects; if not, adjusting the optimal green light duration to the pedestrian crossing safety duration, and updating the signal control timing cycle based on the larger value of the shortest green light duration for north-south pedestrian crossing, the shortest green light duration for east-west pedestrian crossing, and the green light durations in the north-south and east-west directions calculated using the minimum utility loss value strategy.

[0010] In an alternative embodiment, the method further includes: obtaining a pre-determined signal control optimization index, and iteratively optimizing the signal control timing parameters based on the signal control optimization index; wherein the signal control optimization index includes at least one or more of a red-light running index, an average delay index, and an 8090 index.

[0011] In a second aspect, the present invention provides a signal control device for ensuring the safety of pedestrians and non-motor vehicles, the device including: a determination module for determining traffic participants at a current intersection based on a surveillance video; a utility loss value calculation module for calculating utility loss values corresponding to different types of traffic participants based on red-light running parameters corresponding to each type of traffic participant; wherein the utility loss value is used to represent the loss corresponding to the decision-making of traffic participants regarding the red-light running risk or the waiting red-light duration; and a signal control timing module for calculating the signal control timing parameters according to the minimum utility loss value strategy, determining the signal control timing parameters, and determining the green signal ratio of the current intersection through the signal control timing parameters.

[0012] In a third aspect, the present invention provides an electronic device, including a processor and a memory, the memory storing computer-executable instructions capable of being executed by the processor, and the processor executing the computer-executable instructions to implement the signal control method for ensuring the safety of pedestrians and non-motor vehicles according to any one of the foregoing embodiments.

[0013] In a fourth aspect, the present invention provides a computer-readable storage medium storing computer-executable instructions, which, when called and executed by a processor, cause the processor to implement the signal control method for ensuring the safety of pedestrians and non-motor vehicles according to any one of the foregoing embodiments.

[0014] The signal control method, device, equipment, and medium for ensuring the safety of pedestrians and non-motor vehicles provided in this application first determine the traffic participants at the current intersection based on the surveillance video, and then calculate the utility loss values corresponding to different types of traffic participants based on the red-light running parameters corresponding to each type of traffic participant. The utility loss value is used to represent the loss corresponding to the decision-making of traffic participants regarding the red-light running risk or the waiting red-light duration. Furthermore, according to the utility loss value minimization strategy, the utility loss value is calculated to determine the signal control timing parameters, and the green signal ratio of the current intersection is determined through the signal control timing parameters. The above method estimates the utility loss through the red-light running parameters, calculates the minimized utility loss, and determines the corresponding signal control timing parameters, achieving the effects of reducing the red-light running risk, improving pedestrian safety, and reducing the utility loss of all traffic participants. Description of the Drawings

[0015] In order to more clearly illustrate the specific embodiments of the present application or the technical solutions in the prior art, the following will briefly introduce the drawings required for use in the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0016] Figure 1 It is a flowchart of a signal control method for ensuring the safety of pedestrians and non-motor vehicles provided by an embodiment of the present application;

[0017] Figure 2 It is a schematic diagram of the relationship between the signal control timing cycle and the utility loss provided by an embodiment of the present application;

[0018] Figure 3 It is a structural diagram of a signal control device for ensuring the safety of pedestrians and non-motor vehicles provided by an embodiment of the present application;

[0019] Figure 4 It is a structural diagram of the electronic device provided by an embodiment of the present application. Detailed Embodiments

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are some, but not all, of the embodiments of this application. Components of the embodiments of this application generally described and illustrated in the drawings herein can be arranged and designed in a variety of different configurations.

[0021] Therefore, the following detailed description of the embodiments of this application provided in the drawings is not intended to limit the scope of this application that is claimed, but merely represents selected embodiments of this application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts fall within the scope of protection of this application.

[0022] It should be noted that like reference numerals and letters denote like items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0023] Currently, for the branch intersections with mixed pedestrian and vehicle traffic, the signal control timing assigns a low right of way to pedestrians and is not optimized according to the actual crossing needs of traffic participants, resulting in a relatively high occurrence of pedestrians or non-motor vehicles running red lights. For motor vehicles: currently, since there is a capture at each intersection, the capture rate of motor vehicles running red lights can be considered 100%. Therefore, as long as a motor vehicle runs a red light, it will face a penalty for running a red light (6 points deducted and a fine of 200 yuan). The opportunity cost is much higher than the cost of waiting for the traffic lights. The utility loss of abiding by the traffic rules and waiting to pass is a value less than 0. Therefore, the probability of a motor vehicle abiding by the traffic rules when facing a red light is almost 1.

[0024] For pedestrians and non-motor vehicles: Since it is difficult to capture pedestrians and non-motor vehicles running red lights and there are no corresponding traffic rule penalty measures, the opportunity cost of pedestrians running red lights is the risk cost of colliding with oncoming vehicles. When there are no oncoming vehicles, the opportunity cost of pedestrians or motor vehicles is reduced to 0. Since people are loss-averse, the utility of abiding by the traffic rules rapidly decreases, and the probability of making a risky decision to run a red light rapidly increases. Therefore, the probability of pedestrians or non-motor vehicles running red lights is relatively high, and the risk of colliding with oncoming vehicles is also correspondingly high.

[0025] Based on this, the embodiments of this application provide a signal control method, device, equipment, and medium for ensuring the safety of pedestrians and non-motor vehicles, which can reduce the risk of pedestrians or motor vehicles running red lights and at the same time reduce the risk of traffic accidents.

[0026] The embodiments of this application provide a signal control method for ensuring the safety of pedestrians and non-motor vehicles. Refer to Figure 1 as shown, this method mainly includes the following steps:

[0027] Step S102: Determine the traffic participants at the current intersection based on the surveillance video.

[0028] The surveillance video can be the video image collected by the intersection image acquisition device, or the video image collected by means such as radar. In one implementation, the traffic participants at least include one or more of pedestrians, bicycles, electric vehicles, two-wheeled motorcycles, three-wheeled or micro cars, passenger cars or light trucks, large passenger cars, and large trucks.

[0029] Since the signal control method involved in this application mainly aims to ensure the safety of pedestrians and non-motor vehicles, in one implementation, the above-mentioned traffic participants can also at least include pedestrians or non-motor vehicles (bicycles and / or electric vehicles). As for other types of motor vehicles, they may exist at the current intersection or there may be no motor vehicles.

[0030] Step S104: Calculate the utility loss values corresponding to different types of traffic participants based on the red-light running parameters corresponding to each type of traffic participant.

[0031] The red-light running parameters corresponding to the above-mentioned traffic participants can include the red-light running probability, and this red-light running probability can be the probability obtained from historical experience within a preset time period. For example, the red-light running probability corresponding to each type of traffic participant within 3 days, 5 days, 7 days, etc. within the historical time period can be statistically analyzed. In practical applications, the preset time period can be selected according to actual needs, and only an example is given here.

[0032] Considering that in real life, people's decision-making is a real-time game process. For the same benefit, people always choose the decision with the smallest total of explicit cost and opportunity cost. Here, the explicit cost is the cost required to choose the current decision, and the opportunity cost refers to the maximum benefit given up in the production of some other products when a certain amount of economic resources are used to produce a certain product. Therefore, in this embodiment, the utility loss determined by the explicit cost + opportunity cost is used to replace the delay loss adopted in the existing Webster timing strategy. Since this embodiment mainly focuses on the utility of each decision for traffic participants when facing decisions, this loss is called the utility loss. The utility loss value is used to represent the loss corresponding to the traffic participants' decision-making regarding the red-light running risk or the waiting red-light duration.

[0033] Step S106: Calculate the utility loss value according to the utility loss value minimization strategy, determine the signal control timing parameters, and determine the green signal ratio of the current intersection through the signal control timing parameters.

[0034] The utility loss value minimization strategy is an operation of finding the minimum value of the utility loss value calculated in step S104 above through a pre-selected algorithm. This utility loss value has a certain relationship with the signal control timing parameters. Therefore, the signal control timing parameters corresponding to the minimum utility can be determined, so as to determine the signal control timing parameters that meet the safety requirements for pedestrians or non-motor vehicles to cross the intersection.

[0035] The green ratio is the proportion of time available for vehicle passage within one cycle of the traffic light, that is, the ratio of the effective green time to the cycle length. In this embodiment, after determining the signal control timing parameters, the green ratio within the signal control timing cycle can be calculated and determined.

[0036] The signal control method for ensuring the safety of pedestrians and non-motor vehicles provided by the embodiments of the present application estimates the utility loss through the red-light running parameter, and realizes the effects of reducing the red-light running risk, improving pedestrian safety, and reducing the utility loss of all traffic participants by calculating the minimized utility loss and determining the corresponding signal control timing parameters.

[0037] The following will detail the signal control method for ensuring the safety of pedestrians and non-motor vehicles provided by the embodiments of the present application.

[0038] In one implementation, while obtaining traffic participants through video monitoring, the equivalent traffic volume in the north-south and east-west directions of the current intersection can also be determined based on the preset conversion weights corresponding to each type of traffic participant. For example, the equivalent traffic volume in the north-south and east-west directions (i.e., pcu equivalent) can be calculated according to the weights shown in Table 1 below:

[0039] Table 1 pcu equivalent weights corresponding to different types of traffic participants

[0040] Types of traffic participants Standard pcu equivalent calculation conversion value Pedestrian 0.2 Bicycle 0.2 Motorcycle with two wheels 0.4 Three-wheeled or mini car 0.6 Car or truck with a weight less than 1t 1 Station wagon 1.2 Bus or truck with a weight less than 9t 2 Truck with a weight between 9t and 15t 3 Articulated bus or large flatbed trailer truck 4

[0041] In an alternative implementation, based on the red-light running parameters corresponding to each type of traffic participant, the utility loss values corresponding to different types of traffic participants are calculated. Specifically, it may include the following steps 1.1) to step 1.3):

[0042] Step 1.1), obtain the red-light running violation rate of traffic participants and determine the reference traffic participant;

[0043] Step 1.2), determine the utility loss weight of the target traffic participant based on the first red-light running violation rate corresponding to the reference traffic participant and the second red-light running violation rate corresponding to the target traffic participant;

[0044] Step 1.3), determine the utility loss values of all traffic participants based on the product of the utility loss weight and the waiting delay duration.

[0045] For the above step 1.1), for the convenience of processing, passenger cars or trucks weighing less than 1t can be determined as reference traffic participants to be used as a reference for other types of traffic participants. For example, similar to the determination method of pcu equivalent, the weight ratios of other types of traffic participants to passenger cars or trucks weighing less than 1t can be determined.

[0046] For step 1.2), in one implementation, the utility loss weight can be determined as:

[0047]

[0048] In one example, it can be assumed that the total loss of "passenger car or truck weighing less than 1t" is 1. Therefore, the weight of pedestrians relative to passenger cars can be determined as:

[0049] Suppose Then it can be determined that

[0050] For the same intersection, the constant terms and β of all traffic participants are the same. Therefore, the total loss is proportional to logit(p).

[0051] Since the greater the total loss of waiting for the red light while observing traffic rules, the greater the probability of people running the red light, the β value is positive.

[0052] Since logit(p) is a value less than 0, in order to standardize the data, the data can be standardized to the interval [1, inf). Both the numerator and denominator are subtracted by the denominator value plus 1, and the weight of pedestrians is obtained as:

[0053]

[0054] By analogy, the weights of other traffic participants such as bicycles, two-wheeled motorcycles, and three-wheeled or mini cars can be determined.

[0055] Suppose the utility loss of a passenger car or a mini car is L0, and that of pedestrians, bicycles, motorcycles, three-wheeled or mini cars is L1, L2, L3, L4. Thus, the weight calculations of different traffic participants relative to "passenger car or mini car" are shown in Table 2:

[0056] Table 2: Conversion weights of delay duration losses of different types of traffic participants

[0057] Vehicle type Pcu equivalent conversion value for calculating intersection delay considering utility loss Pedestrian 1*L1 / L0 Bicycle 1*L2 / L0 Motorcycle with two wheels 1*L3 / L0 Three-wheeled or mini car 1*L4 / L0 Car or truck with a weight less than 1t 1

[0058] Suppose P1 to P4 represent the red light running rates of pedestrians, bicycles, motorcycles, three-wheeled or mini cars respectively. Then, according to the above formula for calculating utility loss, the utility losses for pedestrians, bicycles, motorcycles, three-wheeled or mini cars can be determined respectively:

[0059]

[0060]

[0061]

[0062]

[0063] In one example, for the convenience of illustration, assume that P1 to P4 are all 0.09, and the red-light running rate P0 of cars or trucks less than 1t is 0.01. Then the loss weight distribution of different traffic participants is as follows:

[0064]

[0065]

[0066] Since the pcu equivalent is a method for weighted averaging the green-light time (right of way) for different types of traffic participants, through the pcu equivalent, a conversion method for different types of vehicles to obtain different green-light rights of way can be given. The standard car body length of a small passenger car can be used as a unit of 1, and the body sizes of different vehicles can be converted into multiples of the standard small car. The standard pcu equivalent conversion coefficient and the utility loss coefficient have relative meanings, and both are methods for weight adjustment of the right of way of different types of vehicles.

[0067] After calculating the utility loss according to the above method, the signal control timing parameters can be further calculated. The signal control timing parameters include the signal control timing cycle, that is, the timing cycle of a traffic light in the north-south or east-west direction at the current intersection. In an alternative embodiment, when calculating the utility loss value according to the utility loss value minimization strategy and determining the signal control timing parameters, the utility loss value can be calculated based on a preset iterative optimization algorithm, and the configuration cycle corresponding to the minimum utility loss is determined as the signal control timing cycle.

[0068] Before calculating the minimum value of the utility loss, the waiting delay time of traffic participants waiting for the red light at the intersection can be determined first:

[0069] d = \frac{(1 - λ) 2}{2*(1 - λ*x)}+\frac{λ 2}{2*(1 - x)}-0.65*(\frac{C}{q 2}) {\frac{1}{3}} *x {(2+5*λ)} ;

[0070] Wherein, d is the waiting delay duration; \(\frac{}\) is a fractional operation; P631_632P is the green signal ratio; x is the saturation degree of the lane group; C is the signal control timing cycle; q is the traffic flow of the lane group.

[0071] By taking the derivative of the waiting delay duration formula, the approximate value of the optimal signal control timing cycle corresponding to the minimum utility loss can be determined.

[0072] Since for different traffic participants, under the same signal control strategy, the utility losses are different, the waiting delay duration d here should be multiplied by the utility loss coefficient (L) to determine the final utility loss of all traffic participants.

[0073] The above-mentioned preset iterative optimization algorithm may include the Expectation-Maximization algorithm (EM algorithm). By solving the minimum value of the utility loss of all traffic participants, the optimal signal control timing cycle and the green signal ratio are calculated. For ease of understanding, refer to Figure 2 the schematic diagram of the relationship between the signal control timing cycle and the utility loss shown in Figure 2 It can be seen that the cycle corresponding to the minimum utility loss value is about 35s. Therefore, in this example, the cycle (about 35s) corresponding to the minimum utility loss can be determined as the optimal signal control timing cycle.

[0074] Furthermore, the green signal ratio can be determined in the following way:

[0075]

[0076] The above-mentioned utility loss saturation degree = the pcu equivalent conversion coefficient of different types of traffic participants * the utility loss conversion coefficient.

[0077] From the green signal ratio allocation, it can be found that when the signal control timing cycle is determined by minimizing the utility loss, more green light time and greater right of way can be given to non-motor vehicles and pedestrians. Therefore, the signal control timing cycle determined in this embodiment can encourage traffic participants to travel by non-motor vehicle or on foot, thereby promoting traffic participants to travel in a more environmentally friendly way, such as by public transportation, which is beneficial to environmental protection.

[0078] Since when calculating the optimal green signal ratio by the traditional Webster timing, it is considered that the crossing speeds of different traffic participants are the same. However, in fact, pedestrians need a longer green light duration for the same queue length. Therefore, in the embodiment of the present application, the utility loss is determined by the red light running probability, and the signal control timing cycle is determined by minimizing the utility loss, which can improve the problem of pedestrians queuing up again, avoid the situation of pedestrian congestion caused by red lights at intersections, and thus reduce the probability of pedestrians running red lights in congested situations.

[0079] Furthermore, after determining the above-mentioned signal control timing parameters, the above method further includes the following steps 2.1) to 2.3):

[0080] Step 2.1), determine whether the pedestrian crossing safety duration in the north-south or east-west direction during the signal control timing cycle is less than the optimal green light duration corresponding to the green signal ratio.

[0081] Step 2.2), if so, conduct simulation through traffic simulation software and compare the differences in timing effects. The traffic simulation software can be, for example, sumo software, which has a significant reduction effect on reducing the total waiting red light duration of all traffic participants compared to the existing signal control timing.

[0082] Step 2.3), if not, adjust the optimal green light duration to the pedestrian crossing safety duration, and update the signal control timing cycle based on the larger value of the shortest green light duration for north-south pedestrian crossing, the shortest green light duration for east-west pedestrian crossing, and the green light durations for north-south and east-west calculated using the minimum utility loss value strategy.

[0083] Furthermore, by determining the above signal control timing cycle, it can be applied to actual intersections for execution to reduce the probability of pedestrians and non-motor vehicles running red lights.

[0084] In addition, the above method further includes: obtaining pre-determined signal control optimization indicators, and iteratively optimizing the signal control timing parameters based on the signal control optimization indicators; wherein, the signal control optimization indicators at least include one or more of the red light running indicator, average delay indicator, and 8090 indicator.

[0085] In summary, the evaluation indicators of this signal control timing method are observable and quantifiable, enabling unified evaluation of different traffic participants; compared with the historical signal control timing system, it integrates multiple objectives and can provide a multi-objective optimization method; compared with the historical signal control timing algorithm, it has fewer input parameters and simpler calculations. The effect evaluation is also simpler and more intuitive; and the embodiments of this application consider the differences in pedestrian crossing speeds and also improve the problem of pedestrians queuing up again.

[0086] Based on the above method embodiments, the embodiments of this application also provide a signal control device for ensuring the safety of pedestrians and non-motor vehicles. Refer to Figure 3 As shown, this device mainly includes the following parts:

[0087] A determination module 32, configured to determine the traffic participants at the current intersection based on the monitoring video;

[0088] A utility loss value calculation module 34, configured to calculate the utility loss values corresponding to different traffic participant types based on the red light running parameters corresponding to each type of traffic participant; wherein, the utility loss value is used to represent the loss corresponding to the traffic participant's decision-making regarding the red light running risk or the waiting red light duration;

[0089] The signal control timing module 36 is used to calculate the utility loss value according to the minimum utility loss value strategy, determine the signal control timing parameters, and determine the green signal ratio of the current intersection through the signal control timing parameters.

[0090] The signal control device for ensuring the safety of pedestrians and non-motor vehicles provided by the embodiment of the present application estimates the utility loss through the red-light running parameter, calculates the minimized utility loss and determines the corresponding signal control timing parameters, so as to achieve the effects of reducing the red-light running risk, improving pedestrian safety, and reducing the utility loss of all traffic participants.

[0091] In some embodiments, the traffic participants include at least one or more of pedestrians, bicycles, two-wheeled motorcycles, three-wheeled or mini cars, cars or small trucks, large buses, and large trucks; the above device further includes: an equivalent traffic volume determination module, configured to: determine the equivalent traffic volumes in the north-south direction and the east-west direction of the current intersection based on the preset conversion weights corresponding to each traffic participant.

[0092] In some embodiments, the above device further includes: a delay duration determination module, configured to determine the waiting delay duration of traffic participants waiting for a red light at the intersection: d = \frac{(1 - λ) 2}{2*(1 - λ*x)} + \frac{λ 2}{2*(1 - x)} - 0.65*(\frac{C}{q 2}) {\frac{1}{3}} *x {(2+5*λ)} ; where d is the waiting delay duration; \frac is a fractional operation; P631_632P is the green signal ratio; x is the lane group saturation; C is the signal control timing cycle; q is the lane group traffic flow.

[0093] In some embodiments, the utility loss value calculation module 34 is further configured to: obtain the red-light running violation rate of traffic participants and determine the reference traffic participants; determine the utility loss weight of the target traffic participant based on the first red-light running violation rate corresponding to the reference traffic participant and the second red-light running violation rate corresponding to the target traffic participant; determine the utility loss values of all traffic participants based on the product of the utility loss weight and the waiting delay duration.

[0094] In some embodiments, the signal control timing module 36 is further configured to: calculate the utility loss value based on a preset iterative optimization algorithm, and determine the configuration cycle corresponding to the minimum utility loss as the signal control timing cycle.

[0095] In some embodiments, the above-mentioned device further includes a judgment module configured to: judge whether the pedestrian crossing safety duration in the north-south or east-west direction during the signal control timing cycle is less than the optimal green light duration corresponding to the green signal ratio; if so, perform simulation through traffic simulation software to compare the differences in timing effects; if not, adjust the optimal green light duration to the pedestrian crossing safety duration, and update the signal control timing cycle based on the larger value of the shortest green light duration for north-south pedestrian crossing, the shortest green light duration for east-west pedestrian crossing, and the green light durations for north-south and east-west directions calculated using the minimum utility loss value strategy.

[0096] In some embodiments, the above-mentioned device further includes an optimization module configured to: obtain a pre-determined signal control optimization index, and iteratively optimize the signal control timing parameters based on the signal control optimization index; wherein, the signal control optimization index includes at least one or more of a red light running index, an average delay index, and an 8090 index.

[0097] The signal control device for ensuring the safety of pedestrians and non-motor vehicles provided by the embodiments of the present application has the same implementation principle and the same technical effects as those of the foregoing method embodiments. For the sake of brief description, for the parts not mentioned in the embodiments of the signal control device for ensuring the safety of pedestrians and non-motor vehicles, reference may be made to the corresponding contents in the foregoing embodiments of the signal control method for ensuring the safety of pedestrians and non-motor vehicles.

[0098] Embodiments of the present application also provide an electronic device, as Figure 4 shown in the structural schematic diagram of the electronic device. Among them, the electronic device 100 includes a processor 41 and a memory 40. The memory 40 stores computer-executable instructions that can be executed by the processor 41, and the processor 41 executes the computer-executable instructions to implement any one of the above-mentioned signal control methods for ensuring the safety of pedestrians and non-motor vehicles.

[0099] In Figure 4 the shown embodiment, the electronic device further includes a bus 42 and a communication interface 43. Among them, the processor 41, the communication interface 43, and the memory 40 are connected through the bus 42.

[0100] Among them, the memory 40 may include high-speed random access memory (RAM), and may also include non-volatile memory, such as at least one disk memory. The communication connection between the system network element and at least one other network element is realized through at least one communication interface 43 (which can be wired or wireless), and the Internet, wide area network, local area network, metropolitan area network, etc. can be used. The bus 42 can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, an EISA (Extended Industry Standard Architecture) bus, etc. The bus 42 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4 only a bidirectional arrow is used in Figure 4 , but it does not mean that there is only one bus or one type of bus.

[0101] The processor 41 may be an integrated circuit chip with signal processing capabilities. In the implementation process, each step of the above method can be completed by the integrated logic circuit in the hardware of the processor 41 or the instructions in the form of software. The above-mentioned processor 41 can be a general-purpose processor, including a central processing unit (CPU for short), a network processor (NP for short), etc.; it can also be a digital signal processor (DSP for short), an application specific integrated circuit (ASIC for short), a field programmable gate array (FPGA for short), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor, etc. The steps of the method disclosed in the embodiments of the present application can be directly embodied as being executed and completed by a hardware decoding processor, or executed and completed by a combination of hardware and software modules in the decoding processor. The software module can be located in a mature storage medium in the art such as random access memory, flash memory, read-only memory, programmable read-only memory, or electrically erasable programmable memory, registers, etc. This storage medium is located in the memory, and the processor 41 reads the information in the memory and combines its hardware to complete the steps of the signal control method for ensuring the safety of pedestrians and non-motor vehicles in the foregoing embodiments.

[0102] The embodiment of the present application further provides a computer-readable storage medium storing computer-executable instructions. When the computer-executable instructions are called and executed by a processor, the computer-executable instructions cause the processor to implement the above signal control method for ensuring the safety of pedestrians and non-motor vehicles. For the specific implementation, reference may be made to the foregoing method embodiments, which will not be elaborated herein.

[0103] The computer program product of the signal control method, device, equipment and medium for ensuring the safety of pedestrians and non-motor vehicles provided by the embodiment of the present application includes a computer-readable storage medium storing program codes. The instructions included in the program codes can be used to execute the methods described in the foregoing method embodiments. For the specific implementation, reference may be made to the method embodiments, which will not be elaborated herein.

[0104] Unless otherwise specifically stated, the relative steps, numerical expressions and values of the components and steps set forth in these embodiments do not limit the scope of the present application.

[0105] If the above functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a non-volatile computer-readable storage medium executable by a processor. Based on such understanding, the technical solution of the present application, in essence, or the part that contributes to the prior art, or a 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 several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in various embodiments of the present application. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROMs), random access memories (RAMs), magnetic disks, or optical discs that can store program codes.

[0106] In the description of the present application, it should be noted that the terms "first", "second", "third", etc. are only used for descriptive distinction and cannot be construed as indicating or implying relative importance.

[0107] In the description of the present application, it should also be noted that unless otherwise clearly defined and limited, the terms "set", "installed", "connected", "coupled" should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or an integral connection; it may be a mechanical connection or an electrical connection; it may be directly connected or indirectly connected through an intermediate medium, and it may be the internal communication of two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0108] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than limiting them; although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some or all of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A signal control method for ensuring the safety of pedestrians and non-motor vehicles, characterized in that, The method includes: Determining traffic participants at the current intersection based on surveillance videos; Calculating utility loss values corresponding to different types of traffic participants based on the red-light running parameters corresponding to each type of traffic participant; wherein, the utility loss value is used to represent the loss corresponding to the traffic participant's decision-making regarding the red-light running risk or the waiting red-light duration; Calculating the utility loss value according to the utility loss value minimization strategy, determining signal control timing parameters, and determining the green ratio of the current intersection through the signal control timing parameters; The method further includes: determining the waiting delay duration of traffic participants waiting for the red light at the intersection: ； Among them, d is the waiting delay duration; \frac is a fractional operation; is the green signal ratio; x is the lane group saturation; C is the signal control timing cycle; q is the lane group traffic flow; Calculating utility loss values corresponding to different types of traffic participants based on the red-light running parameters corresponding to each type of traffic participant, including: Obtaining the red-light running violation rate of traffic participants and determining reference traffic participants; Determining the utility loss weight of the target traffic participant based on the first red-light running violation rate corresponding to the reference traffic participant and the second red-light running violation rate corresponding to the target traffic participant; Determining the utility loss values of all traffic participants based on the product of the utility loss weight and the waiting delay duration.

2. The signal control method for ensuring the safety of pedestrians and non-motor vehicles according to claim 1, characterized in that, The traffic participants include at least one or more of pedestrians, bicycles, two-wheeled motorcycles, three-wheeled or micro cars, cars or small trucks, large buses, and large trucks; the method further includes: Determining the equivalent traffic volume in the north-south and east-west directions of the current intersection based on the preset conversion weights corresponding to each type of traffic participant.

3. The signal control method for ensuring the safety of pedestrians and non-motor vehicles according to claim 1, wherein The signal control timing parameters include a signal control timing cycle; Calculating the utility loss value according to the utility loss value minimization strategy to determine signal control timing parameters, including: Calculating the utility loss value based on a preset iterative optimization algorithm, and determining the configuration cycle corresponding to the minimum utility loss as the signal control timing cycle.

4. The signal control method for ensuring the safety of pedestrians and non-motor vehicles according to claim 3, wherein The method further includes: Judging whether the pedestrian crossing safety duration in the north-south or east-west direction under the signal control timing cycle is less than the optimal green light duration corresponding to the green ratio; If so, performing simulation through traffic simulation software to compare the differences in timing effects; If not, adjusting the optimal green light duration to the pedestrian crossing safety duration, and updating the signal control timing cycle based on the larger value of the shortest green light duration for north-south pedestrian crossing, the shortest green light duration for east-west pedestrian crossing, and the green light durations in the north-south and east-west directions calculated using the utility loss value minimization strategy.

5. The signal control method for ensuring the safety of pedestrians and non-motor vehicles according to claim 4, wherein, The method further includes: Obtaining a pre-determined signal control optimization index, and iteratively optimizing the signal control timing parameters based on the signal control optimization index; wherein, the signal control optimization index includes at least one or more of a red-light running index, an average delay index, and an 8090 index.

6. A signal control device for ensuring the safety of pedestrians and non-motor vehicles, characterized in that, The device includes: A determination module, configured to determine traffic participants at the current intersection based on surveillance videos; A utility loss value calculation module, configured to calculate utility loss values corresponding to different types of traffic participants based on the red-light running parameters corresponding to each type of traffic participant; wherein, the utility loss value is used to represent the loss corresponding to the traffic participant's decision-making regarding the red-light running risk or the waiting red-light duration; The signal control timing module is used to calculate the utility loss value according to the minimum utility loss value strategy, determine the signal control timing parameters, and determine the green signal ratio of the current intersection through the signal control timing parameters; The waiting delay duration determination module is used to determine the waiting delay duration of traffic participants waiting for a red light at the intersection: ; where d is the waiting delay duration; \frac is fractional arithmetic; is the green signal ratio; x is the lane group saturation; C is the signal control timing cycle; q is the lane group traffic flow; The utility loss value calculation module is further used to: obtain the red light running violation rate of traffic participants and determine the reference traffic participants; determine the utility loss weight of the target traffic participants based on the first red light running violation rate corresponding to the reference traffic participants and the second red light running violation rate corresponding to the target traffic participants; determine the utility loss values of all traffic participants based on the product of the utility loss weight and the waiting delay duration.

7. An electronic device, characterized in that, It includes a processor and a memory. The memory stores computer executable instructions that can be executed by the processor. The processor executes the computer executable instructions to implement the signal control method for ensuring the safety of pedestrians and non-motor vehicles according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer executable instructions. When the computer executable instructions are called and executed by the processor, the computer executable instructions cause the processor to implement the signal control method for ensuring the safety of pedestrians and non-motor vehicles according to any one of claims 1 to 5.

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