A real-time iterative optimization method and system for adaptive coordination control of traffic trunks

Abstract

The present application relates to the technical field of road traffic signal control, and specifically discloses a real-time iterative optimization method for adaptive coordination control of a traffic trunk, comprising: obtaining real-time traffic flow states and signal historical operation data of each intersection in the traffic trunk; before the current signal cycle starts to operate, the current signal cycle interval and the signal phase operation time interval of each intersection are calculated in real time according to the signal historical operation data of each intersection; in the interval, each intersection operates the actual duration of each signal phase according to its real-time traffic flow state, thereby realizing independent adaptive control of each intersection under the coordination control of the traffic trunk. The present application can realize real-time iterative generation of a matching signal control scheme for each intersection in the traffic trunk according to the dynamic change of actual traffic flow under the premise of guaranteeing the coordination operation effect of the traffic trunk, and realize the organic combination of the maximization of control benefits of a single intersection and the maximization of coordination control benefits of the traffic trunk.

Description

Technical Field

[0001] This invention relates to the field of road traffic signal control technology, and more specifically, to a real-time iterative optimization method and system for adaptive coordinated control of traffic arteries. Background Technology

[0002] Currently, many signal timing schemes for arterial roads in my country's urban road networks employ arterial coordinated control, enabling traffic flow in the main directions to pass through multiple intersections without stopping, thus improving traffic efficiency. This primarily utilizes two control methods: arterial timed coordinated control and arterial inductive coordinated control. Arterial timed coordinated control pre-sets a fixed common period, phase differences between adjacent intersections, and timing schemes for each intersection according to a predetermined control strategy, forming a fixed signal control scheme for all intersections along the entire arterial road. However, because the common period and green light ratios at each intersection are fixed, this control method cannot effectively adapt to the real-time dynamic changes in actual traffic flow. Therefore, when applying arterial timed coordinated control, phenomena such as insufficient green light time for some signal phases and incomplete green light time for others at intersections often occur. Arterial inductive coordinated control, on the other hand, has emerged in recent years with the gradual maturation and application of traffic flow detectors. It uses traffic flow detectors to measure traffic demand in non-coordinated directions on the arterial road, compressing the time of non-coordinated phases to increase the passage time in the coordinated directions, as illustrated by the existing patent CN. The method for implementing inductive dynamic green wave control in traffic signal control management, as disclosed in 112233430A, while effectively improving the operational efficiency of coordinated arterial roads, sacrifices travel time in non-coordinated directions. Especially during urban rush hours, this can easily lead to prolonged congestion in non-coordinated directions on arterial roads. Therefore, inductive coordinated control of arterial roads does not achieve the optimal benefits of both coordinated control of arterial roads and control of individual intersections. Thus, this invention is fundamentally different from existing arterial road coordinated control technologies. Summary of the Invention

[0003] To address the shortcomings of existing technologies, this invention provides a real-time iterative optimization method and system for adaptive coordinated control of traffic arteries. While ensuring the coordinated operation of traffic arteries, it enables each intersection on the traffic artery to generate a matching signal control scheme in real time based on the dynamic changes in actual traffic flow, thereby achieving an organic combination of maximizing the control benefits of individual intersections and maximizing the coordinated control benefits of the traffic artery.

[0004] As a first aspect of the present invention, a real-time iterative optimization method for adaptive coordinated control of traffic arteries is provided, comprising:

[0005] The system acquires real-time traffic flow status and historical signal operation data for each intersection on the main traffic artery. The historical signal operation data for the intersection includes the duration of the historical signal cycle and the actual operating time of each signal phase within the historical signal cycle.

[0006] Before the current signal cycle begins, the operating time interval of each signal phase in the current signal cycle of each intersection is calculated in real time based on the historical signal operation data of each intersection.

[0007] Within the operating time interval of each signal phase of the current signal cycle at the intersection, the operation of each signal phase of the current signal cycle is controlled according to the real-time traffic flow status of the intersection.

[0008] Furthermore, it also includes:

[0009] Step S1: Obtain the initial signal timing scheme and the maximum adaptive adjustment value of the phase difference of the reference cycle for a certain intersection i in the traffic artery, and obtain the real-time traffic flow status of the intersection i; wherein, the initial signal timing scheme is the reference cycle duration and the reference time of each signal phase of intersection i.

[0010] Step S2: Calculate the adaptive adjustment range of the current signal period based on the reference period duration and the phase difference of the reference period of intersection i.

[0011] Step S3: Calculate the iterative optimization running time interval for each signal phase in the current signal cycle based on the reference cycle duration of intersection i, the reference time of each signal phase, and the adaptive adjustment interval of the current signal cycle.

[0012] Step S4: During the iterative optimization operation time interval of each signal phase in the current signal cycle, control each signal phase to operate according to the real-time traffic flow status of intersection i;

[0013] Step S5: After the current signal cycle of intersection i has ended, obtain the actual running time of each signal phase of the current signal cycle, and calculate the total actual running time of the current signal cycle and the actual value of the phase difference of the current signal cycle to adaptively adjust.

[0014] Step S6: Calculate the adaptive adjustment range for the next signal cycle based on the reference cycle duration of intersection i, the maximum adaptive adjustment value of the phase difference of the reference cycle, and the actual adaptive adjustment value of the phase difference of the current signal cycle.

[0015] Step S7: Based on the actual total running time of the current signal cycle of intersection i, the actual running time of each signal phase of the current signal cycle, and the adaptive adjustment interval of the next signal cycle, calculate the iterative optimization running time interval of each signal phase in the next signal cycle.

[0016] Step S8: During the iterative optimization operation time interval of each signal phase in the next signal cycle, control each signal phase to operate according to the real-time traffic flow status of the intersection i.

[0017] Furthermore, step S2 also includes:

[0018] The reference time for each signal phase at intersection i is set as g. i，1 g i,2 g i，3 g i，4 If the reference period duration is T and the maximum adaptive adjustment value of the phase difference of the reference period is ΔQ, then the adaptive adjustment range of the current signal period is [T-ΔQ, T+ΔQ].

[0019] Furthermore, steps S3 to S6 also include:

[0020] Taking the current signal cycle as the first signal cycle, at the start of the first signal cycle, each signal phase at intersection i undergoes single-point real-time iterative optimization based on the actual traffic flow. When the east-west straight-ahead phase of the first signal cycle begins, the minimum running time for real-time iterative optimization of that east-west straight-ahead phase is calculated. Minimum running time The calculation formula is as follows:

[0021]

[0022] Calculate the maximum runtime of real-time iterative optimization for the straight-line phase of this object. Maximum running time The calculation formula is as follows:

[0023]

[0024] Therefore, the real-time iterative optimization runtime interval for the current east-west straight phase in the first signal cycle is... If there is no vehicle traffic demand during the actual operation of the east-west straight-through phase within this interval, the signal will immediately switch to the next signal phase, namely the east-west left-turn phase. If there is a continuous vehicle traffic demand, the phase time will be extended to the maximum value within this interval.

[0025] Similarly, the real-time iterative optimization runtime interval for the east-west left-turn phase of the first signal cycle is...

[0026] The real-time iterative optimization runtime interval for the north-south straight phase of the first signal cycle is: The real-time iterative optimization runtime interval for the north-south left-turn phase of the first signal cycle is: After each signal phase of the first signal cycle has completed its operation within its respective real-time iterative optimization time interval based on actual traffic flow, the actual operating time of each signal phase in the first signal cycle of intersection i is obtained, namely, the actual operating time of the east-west straight-ahead phase, the actual operating time of the east-west left-turn phase, the actual operating time of the north-south straight-ahead phase, and the actual operating time of the north-south left-turn phase are respectively... At this point, the actual total running time of the first signal cycle at intersection i is... At this point, the first signal cycle of intersection i has ended, and the phase difference of the first signal cycle is adaptively adjusted to the actual value. The adaptive adjustment range for the second signal cycle is then:

[0027] Furthermore, steps S7 and S8 also include:

[0028] At the start of the second signal cycle, each signal phase at intersection i undergoes real-time iterative optimization based on actual traffic flow. When the east-west straight-ahead phase of the second signal cycle begins, the minimum running time for real-time iterative optimization of that east-west straight-ahead phase is calculated. Minimum running time The calculation formula is as follows:

[0029]

[0030] Calculate the maximum runtime of real-time iterative optimization for the straight-line phase of this object. Maximum running time The calculation formula is as follows:

[0031]

[0032] Therefore, the real-time iterative optimization runtime interval for the current east-west straight phase in the second signal cycle is... If there is no vehicle traffic demand during the actual operation of the east-west straight-through phase within this interval, the signal will immediately switch to the next signal phase, namely the east-west left-turn phase. If there is a continuous vehicle traffic demand, the phase time will be extended to the maximum value within this interval.

[0033] Similarly, the real-time iterative optimization runtime interval for the east-west left-turn phase of the second signal cycle is... The real-time iterative optimization runtime interval for the north-south straight phase of the second signal cycle is: The real iterative optimization runtime interval for the north-south left-turn phase of the second signal cycle is: After each signal phase of the second signal cycle has completed its operation within its respective real-time iterative optimization time interval based on actual traffic flow, the actual operating time of each signal phase of intersection i in the second signal cycle is obtained, namely, the actual operating time of the east-west straight-ahead phase, the actual operating time of the east-west left-turn phase, the actual operating time of the north-south straight-ahead phase, and the actual operating time of the north-south left-turn phase are respectively... At this point, the actual total running time of the second signal cycle at intersection i is... At this point, the second signal cycle of intersection i has ended, and the phase difference of the second signal cycle is adaptively adjusted to the actual value. The adaptive adjustment interval for the third signal cycle is then:

[0034] Similarly, the phase control process for each signal during the third signal cycle is repeated.

[0035] Furthermore, the acquisition of real-time traffic flow status at each intersection along the main traffic artery also includes:

[0036] Traffic flow detectors are deployed at each intersection along the main traffic artery to monitor the traffic flow in each direction at each intersection in real time, thereby obtaining the real-time traffic flow status of each intersection.

[0037] As a second aspect of the present invention, a real-time iterative optimization system for adaptive coordinated control of traffic arteries is provided, comprising:

[0038] The traffic status acquisition module is used to acquire the real-time traffic flow status of each intersection on the main traffic artery;

[0039] The historical data acquisition module is used to acquire the historical operation data of the signals at each intersection in the traffic artery. The historical operation data of the signals at the intersection includes the duration of the historical signal cycle and the actual operation time of each signal phase within the historical signal cycle.

[0040] The real-time iterative calculation module is used to iteratively calculate the running time interval of each signal phase of the current signal cycle of each intersection based on the historical signal operation data of each intersection before the current signal cycle begins.

[0041] The coordination control module is used to control each signal phase of the current signal cycle at the intersection to operate according to the real-time traffic flow status of the intersection within the operating time interval of each signal phase of the current signal cycle.

[0042] Furthermore, it also includes traffic flow detectors deployed at each intersection along the main traffic artery. These traffic flow detectors are used to detect the traffic flow in each direction at each intersection in real time and transmit the data to the traffic status acquisition module.

[0043] The real-time iterative optimization method and system for adaptive coordinated control of traffic arteries provided by this invention have the following advantages:

[0044] (1) This invention breaks through the limitation that traditional trunk line timed coordinated control and single-point adaptive control cannot be taken into account at the same time. Under the premise of ensuring the coordinated operation effect of the traffic trunk line, it enables each intersection in the traffic trunk line to independently and dynamically optimize the cycle length and phase time in real time according to the actual traffic flow dynamic changes.

[0045] (2) This invention breaks through the traditional signal optimization method under trunk line inductive coordinated control, where each intersection can only squeeze out the non-coordinated phase time by coordinating the phase time. In this invention, all signal phases of each intersection of the traffic trunk line can be matched with the phase duration in real time according to the actual traffic demand of the corresponding flow direction. Each signal phase shortens and extends the phase duration according to the actual traffic demand in the real-time iterative optimization interval, thereby achieving the goal of maximizing the control benefits of a single intersection.

[0046] (3) The traffic artery adaptive coordinated control real-time iterative optimization method of the present invention is based on the historical cycle and green light ratio data of each intersection. It iteratively optimizes the cycle interval and phase duration interval of the next cycle in real time. Multiple iterations ensure the rationality of the adaptive scheme of each intersection. At the same time, it combines the advantages of single-point sensing control. Each phase can reduce the green light loss time of each flow direction in real time according to the traffic demand of the corresponding flow direction, thereby reducing the traffic delay of the entire intersection. Attached Figure Description

[0047] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used together with the following detailed description to explain the invention, but do not constitute a limitation thereof.

[0048] Figure 1 The flowchart shows the real-time iterative optimization method for adaptive coordinated control of traffic arteries provided by this invention.

[0049] Figure 2 The flowchart illustrates the specific implementation of the real-time iterative optimization method for adaptive coordinated control of traffic arteries provided by this invention.

[0050] Figure 3 The diagram shows the structure of the real-time iterative optimization system for adaptive coordinated control of traffic arteries provided by this invention. Detailed Implementation

[0051] To further illustrate the technical means and effects adopted by the present invention to achieve its intended purpose, the following, in conjunction with the accompanying drawings and preferred embodiments, details the specific implementation, structure, features, and effects of the real-time iterative optimization method and system for adaptive coordinated control of traffic arteries proposed according to the present invention. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the protection scope of the present invention.

[0052] This embodiment provides a real-time iterative optimization method for adaptive coordinated control of traffic arteries, such as... Figure 1 As shown, the real-time iterative optimization method for adaptive coordinated control of traffic arteries includes:

[0053] The system acquires real-time traffic flow status and historical signal operation data for each intersection on the main traffic artery. The historical signal operation data for the intersection includes the duration of the historical signal cycle and the actual operating time of each signal phase within the historical signal cycle.

[0054] Before the current signal cycle begins, the operating time interval of each signal phase in the current signal cycle of each intersection is calculated in real time based on the historical signal operation data of each intersection.

[0055] Within the operating time interval of each signal phase of the current signal cycle at the intersection, the operation of each signal phase of the current signal cycle is controlled according to the real-time traffic flow status of the intersection.

[0056] The following is combined Figure 2 The specific implementation process of the real-time iterative optimization method for adaptive coordinated control of traffic arteries provided by this invention is described, including:

[0057] Suppose a coordinated traffic artery includes intersections i and j, both using typical four-phase control. The traffic flow sequence for both intersections is east-west straight, east-west left turn, north-south straight, and north-south left turn, with the coordinated phase being east-west straight. The east-west straight phase difference at intersection i is set to 0. i The reference times for the four phases at intersection i are g, ... i，1 g i,2 g i，3 g i，4 The east-west straight-ahead phase difference at intersection j is set to 0. j The reference times for the four phases at intersection j are g, ... j，1 g j,2 g j,3 g j,4The reference common period for the coordinated trunk line is T, and the maximum adaptive adjustment value of the phase difference at each intersection of the coordinated trunk line is ΔQ. Traffic flow detectors are deployed at both intersection i and intersection j to monitor vehicle traffic in each direction at the intersection in real time. The following explanation uses intersection i as an example.

[0058] Step S1: Obtain the initial signal timing scheme and the maximum adaptive adjustment value of the phase difference of the reference cycle for a certain intersection i in the traffic artery, and obtain the real-time traffic flow status of the intersection i; wherein, the initial signal timing scheme is the reference cycle duration and the reference time of each signal phase of intersection i.

[0059] Step S2: Calculate the adaptive adjustment range of the current signal period based on the reference period duration and the phase difference of the reference period of intersection i.

[0060] Step S3: Calculate the iterative optimization running time interval for each signal phase in the current signal cycle based on the reference cycle duration of intersection i, the reference time of each signal phase, and the adaptive adjustment interval of the current signal cycle.

[0061] Step S4: During the iterative optimization operation time interval of each signal phase in the current signal cycle, control each signal phase to operate according to the real-time traffic flow status of intersection i;

[0062] Step S5: After the current signal cycle of intersection i has ended, obtain the actual running time of each signal phase of the current signal cycle, and calculate the total actual running time of the current signal cycle and the actual value of the phase difference of the current signal cycle to adaptively adjust.

[0063] Step S6: Calculate the adaptive adjustment range for the next signal cycle based on the reference cycle duration of intersection i, the maximum adaptive adjustment value of the phase difference of the reference cycle, and the actual adaptive adjustment value of the phase difference of the current signal cycle.

[0064] Step S7: Based on the actual total running time of the current signal cycle of intersection i, the actual running time of each signal phase of the current signal cycle, and the adaptive adjustment interval of the next signal cycle, calculate the iterative optimization running time interval of each signal phase in the next signal cycle.

[0065] Step S8: During the iterative optimization operation time interval of each signal phase in the next signal cycle, control each signal phase to operate according to the real-time traffic flow status of the intersection i.

[0066] It should be noted that the real-time iterative optimization control method for other intersections in the traffic artery is the same as that for intersection i. For example, the actual adaptive adjustment value of the phase difference, the adaptive adjustment range of the cycle, and the real-time iterative optimization range of each signal phase for intersection j in the traffic artery are all derived from this method. Since the east-west straight-ahead phases of intersection i and intersection j have been set with phase differences, and the actual adaptive adjustment value of the phase difference of the intersections is not higher than the maximum value ΔQ, the coordinated control operation effect of the traffic artery is guaranteed. Under this premise, each intersection in the artery can independently perform real-time iterative optimization of each phase time according to the actual dynamic changes of the traffic flow in the current cycle of the intersection, thereby truly realizing the real-time iterative optimization control of each intersection under the adaptive coordinated control of the entire traffic artery.

[0067] Specifically, step S2 further includes:

[0068] The reference time for each signal phase at intersection i is set as g. i，1 g i,2 g i，3 g i，4 If the reference period duration is T and the maximum adaptive adjustment value of the phase difference of the reference period is ΔQ, then the adaptive adjustment range of the current signal period is [T-ΔQ, T+ΔQ].

[0069] Steps S3 to S6 further include:

[0070] Taking the current signal cycle as the first signal cycle, at the start of the first signal cycle, each signal phase at intersection i undergoes single-point real-time iterative optimization based on the actual traffic flow. When the east-west straight-ahead phase of the first signal cycle begins, the minimum running time for real-time iterative optimization of that east-west straight-ahead phase is calculated. Minimum running time To coordinate the product of the minimum value of the adaptive adjustment interval in the first cycle of the trunk line and the green light ratio in the baseline scheme, the calculation formula is as follows:

[0071]

[0072] Calculate the maximum runtime of real-time iterative optimization for the straight-line phase of this object. Maximum running time To coordinate the product of the maximum value of the adaptive adjustment interval in the first cycle of the trunk line and the green light ratio in the baseline scheme, the calculation formula is as follows:

[0073]

[0074] Therefore, the real-time iterative optimization runtime interval for the current east-west straight phase in the first signal cycle is... If there is no vehicle traffic demand during the actual operation of the east-west straight-through phase within this interval, the signal will immediately switch to the next signal phase, namely the east-west left-turn phase. If there is a continuous vehicle traffic demand, the phase time will be extended to the maximum value within this interval.

[0075] Similarly, the real-time iterative optimization runtime interval for the east-west left-turn phase of the first signal cycle is...

[0076] The real-time iterative optimization runtime interval for the north-south straight phase of the first signal cycle is: The real-time iterative optimization runtime interval for the north-south left-turn phase of the first signal cycle is: After each signal phase of the first signal cycle has completed its operation within its respective real-time iterative optimization time interval based on actual traffic flow, the actual operating time of each signal phase in the first signal cycle of intersection i is obtained, namely, the actual operating time of the east-west straight-ahead phase, the actual operating time of the east-west left-turn phase, the actual operating time of the north-south straight-ahead phase, and the actual operating time of the north-south left-turn phase are respectively... At this point, the actual total running time of the first signal cycle at intersection i is... At this point, the first signal cycle of intersection i has ended, and the phase difference of the first signal cycle is adaptively adjusted to the actual value. The adaptive adjustment range for the second signal cycle is then:

[0077] Steps S7 and S8 further include:

[0078] At the start of the second signal cycle, each signal phase at intersection i undergoes real-time iterative optimization based on actual traffic flow. When the east-west straight-ahead phase of the second signal cycle begins, the minimum running time for real-time iterative optimization of that east-west straight-ahead phase is calculated. Minimum running time To coordinate the product of the minimum value of the adaptive adjustment interval in the second cycle of the trunk line and the green light ratio of the east-west straight-ahead phase in the previous cycle, the calculation formula is as follows:

[0079]

[0080] Calculate the maximum runtime of real-time iterative optimization for the straight-line phase of this object. Maximum running time To coordinate the product of the maximum value of the adaptive adjustment interval in the second cycle of the trunk line and the green light ratio of the east-west straight-ahead phase in the previous cycle, the calculation formula is as follows:

[0081]

[0082] Therefore, the real-time iterative optimization runtime interval for the current east-west straight phase in the second signal cycle is... If there is no vehicle traffic demand during the actual operation of the east-west straight-through phase within this interval, the signal will immediately switch to the next signal phase, namely the east-west left-turn phase. If there is a continuous vehicle traffic demand, the phase time will be extended to the maximum value within this interval.

[0083] Similarly, the real-time iterative optimization runtime interval for the east-west left-turn phase of the second signal cycle is... The real-time iterative optimization runtime interval for the north-south straight phase of the second signal cycle is: The real iterative optimization runtime interval for the north-south left-turn phase of the second signal cycle is: After each signal phase of the second signal cycle has completed its operation within its respective real-time iterative optimization time interval based on actual traffic flow, the actual operating time of each signal phase of intersection i in the second signal cycle is obtained, namely, the actual operating time of the east-west straight-ahead phase, the actual operating time of the east-west left-turn phase, the actual operating time of the north-south straight-ahead phase, and the actual operating time of the north-south left-turn phase are respectively... At this point, the actual total running time of the second signal cycle at intersection i is... At this point, the second signal cycle of intersection i has ended, and the phase difference of the second signal cycle is adaptively adjusted to the actual value. The adaptive adjustment interval for the third signal cycle is then:

[0084] And so on, the phase control process of each signal during the third signal cycle;

[0085] After the third signal cycle ends, the phase control process for each signal is repeated during the fourth signal cycle.

[0086] After the nth signal cycle ends, the phase control process of each signal during the (n+1)th signal cycle will continue.

[0087] Preferably, obtaining the real-time traffic flow status of each intersection on the main traffic artery further includes:

[0088] Traffic flow detectors are deployed at each intersection along the main traffic artery to monitor the traffic flow in each direction at each intersection in real time, thereby obtaining the real-time traffic flow status of each intersection.

[0089] As another embodiment of the present invention, such as Figure 3As shown, a real-time iterative optimization system for adaptive coordinated control of a traffic artery is provided. This system operates within the traffic signal controllers at each intersection along the traffic artery. The system includes:

[0090] The traffic status acquisition module is used to acquire the real-time traffic flow status of each intersection on the main traffic artery;

[0091] The historical data acquisition module is used to acquire the historical operation data of the signals at each intersection in the traffic artery. The historical operation data of the signals at the intersection includes the duration of the historical signal cycle and the actual operation time of each signal phase within the historical signal cycle.

[0092] The real-time iterative calculation module is used to iteratively calculate the running time interval of each signal phase of the current signal cycle of each intersection based on the historical signal operation data of each intersection before the current signal cycle begins.

[0093] The coordination control module is used to control each signal phase of the current signal cycle at the intersection to operate according to the real-time traffic flow status of the intersection within the operating time interval of each signal phase of the current signal cycle.

[0094] Preferably, the system also includes traffic flow detectors deployed at each intersection along the main traffic artery. These detectors are used to detect the traffic flow in each direction at each intersection in real time and transmit the data to the traffic status acquisition module.

[0095] The following detailed description of the real-time iterative optimization method for adaptive coordinated control of traffic arteries provided by the present invention, with reference to specific examples of the present invention, will be provided in detail.

[0096] Let the east-west straight-through phase difference at intersection i be set to 0. i =0s, the reference times for the four phases of intersection i are g respectively. i，1 =30s, g i,2 =20s, g i，3 =25s, g i，4 =25s, the east-west straight-ahead phase difference at intersection j is set to 0. j =30s, the reference times for the four phases of intersection j are g respectively j，1 =30s, g j,2 =18s, g j,3 =30s, g j,4 =22s, the standard common period for coordinated trunk lines is T=100s, and the maximum adaptive adjustment value of the phase difference at each intersection of the coordinated trunk line is ΔQ=10s. Traffic flow detectors are deployed at intersections i and j to monitor the traffic flow in each direction at the intersections in real time.

[0097] Let's take intersection i as an example:

[0098] (1) The initial signal timing scheme for intersection i in the main traffic artery is the signal phase reference time g. i，1 =30s, g i,2 =20s, g i，3 =25s, g i，4 =25s, the reference period is T=100s, and the maximum adaptive phase difference adjustment value is ΔQ=10s, that is, the adaptive adjustment range of the first period is [90s, 110s];

[0099] (2) Each signal phase at intersection i undergoes real-time iterative optimization at a single point based on actual traffic flow. When the east-west straight-ahead phase is running in the first cycle, the minimum phase time of its current phase real-time iterative optimization is the product of the minimum value of the adaptive adjustment interval of the first cycle of the coordinated trunk line and the green light ratio in the baseline scheme. The calculation formula is as follows:

[0100]

[0101] The maximum phase time for real-time iterative optimization of the current phase is the product of the maximum value of the adaptive adjustment interval of the first cycle of the coordinated trunk line and the green ratio in the baseline scheme, calculated as follows:

[0102]

[0103] Therefore, the current east-west recurve phase time The real-time iterative optimization interval is [27s, 33s]. During the actual operation of the east-west straight phase within this interval, if there is no vehicle passage demand, it can immediately switch to the next phase, namely the east-west left-turn phase. If there is always a vehicle passage demand, it can be extended to the maximum phase time within the interval.

[0104] And so on, the first cycle's east-west left-turn phase time The real-time iterative optimization interval is [18s, 22s], and the first cycle's north-south straight-line phase time... The real-time iterative optimization interval is [23s, 28s], and the first cycle's north-south left-turn phase time... The real-time iterative optimization interval is [22s, 27s]. Let the actual running time of the east-west straight-ahead phase be after the first cycle of each signal phase has ended based on the actual traffic flow. Actual running time of east-west left turn phase Actual running time of the north-south straight phase

[0105] Actual running time of north-south left turn phase The actual first cycle duration of intersection i at this time At this point, the first cycle of intersection i has ended, and the actual adaptive adjustment value of the phase difference is... Therefore, the adaptive adjustment interval for the second cycle is [93s, 113s];

[0106] (3) When the second cycle begins, each signal phase at intersection i undergoes real-time iterative optimization based on the actual traffic flow. When the east-west straight-ahead phase is running in the second cycle, the minimum phase time of the east-west straight-ahead phase real-time iterative optimization is the product of the minimum value of the adaptive adjustment interval of the second cycle of the coordinated trunk line and the green light ratio of the east-west straight-ahead phase in the previous cycle. The calculation formula is as follows:

[0107]

[0108] The maximum phase time for real-time iterative optimization of the east-west straight-ahead phase is the product of the maximum value of the adaptive adjustment interval of the second cycle of the coordinated trunk line and the green light ratio of the east-west straight-ahead phase in the previous cycle. The calculation formula is as follows:

[0109]

[0110] Therefore, the current east-west recurve phase time The real-time iterative optimization interval is [32s, 38s]. During the actual operation of the east-west straight phase within this interval, if there is no vehicle passage demand, it can immediately switch to the next phase, namely the east-west left-turn phase. If there is always a vehicle passage demand, it can be extended to the maximum phase time within the interval.

[0111] And so on, the second cycle's east-west left-turn phase time The real-time iterative optimization interval is [17s, 21s], and the north-south straight-line phase time of the second cycle is... The real-time iterative optimization interval is [23s, 28s], and the north-south left-turn phase time of the second cycle. The real-time iterative optimization interval is [21s, 26s]. Let the actual running time of the east-west straight-ahead phase be after the second cycle of each signal phase has finished operating based on the actual traffic flow. Actual running time of east-west left turn phase Actual running time of the north-south straight phase Actual running time of north-south left turn phase At this point, the actual second cycle duration of intersection i is... At this point, the second cycle of intersection i has ended, and the actual adaptive adjustment value of the phase difference is... Therefore, the adaptive adjustment range of the third cycle is [87s, 107s].

[0112] The actual adaptive adjustment value of the phase difference, the adaptive adjustment range of the cycle, and the real-time iterative optimization range of each signal phase at intersection i and intersection j in the traffic artery can all be deduced by this method. Since the east-west straight-ahead phases of intersection i and intersection j have been set with phase differences, the actual adaptive adjustment value of the phase difference at each intersection is no higher than the maximum value ΔQ = 10s, which ensures the coordinated control operation effect of the traffic artery. Under this premise, each intersection in the artery can independently perform real-time iterative optimization of each phase time according to the actual dynamic changes of the traffic flow in the current cycle of the intersection, thereby truly realizing the real-time iterative optimization control of each intersection under the adaptive coordinated control of the entire traffic artery.

[0113] This invention provides a real-time iterative optimization method for adaptive coordinated control of traffic arteries. The method involves storing the historical operating cycles and green light ratios of traffic signals at each intersection along the traffic artery in real time. To ensure the coordinated operation of the traffic artery, a maximum adaptive adjustment value for the phase difference is set for each intersection. Each intersection independently and iteratively optimizes its cycle and green light ratio in real time based on the real-time traffic flow demand and its historical operating data, thereby achieving adaptive coordinated control of the traffic artery. This invention overcomes the limitations of traditional timed coordinated control and single-point adaptive control, which cannot simultaneously achieve the same effect. While ensuring the coordinated operation of the traffic artery, it truly achieves a real-time iterative generation of matching signal control schemes for each intersection based on the dynamic changes in actual traffic flow, organically combining the maximization of control benefits at individual intersections with the maximization of coordinated control benefits across the entire traffic artery.

[0114] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention in any way. Although the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the present invention. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the present invention. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention without departing from the scope of the present invention shall still fall within the scope of the present invention.

Claims

1. A real-time iterative optimization method for adaptive coordinated control of traffic arteries, characterized in that, include: The system acquires real-time traffic flow status and historical signal operation data for each intersection on the main traffic artery. The historical signal operation data for the intersection includes the duration of the historical signal cycle and the actual operating time of each signal phase within the historical signal cycle. Before the current signal cycle begins, the operating time interval of each signal phase in the current signal cycle of each intersection is calculated in real time based on the historical signal operation data of each intersection. Within the operating time interval of each signal phase of the current signal cycle at the intersection, control each signal phase of the current signal cycle to operate according to the real-time traffic flow status of the intersection; This also includes: Step S1: Obtain a specific intersection on the main traffic artery. The initial signal timing scheme and the phase difference of the reference period are adaptively adjusted to the maximum value, and the intersection is obtained. The real-time traffic flow status; wherein, the initial signal timing scheme is for the intersection. The reference period duration and the reference time for each signal phase; Step S2: Based on the intersection The adaptive adjustment range of the current signal period is obtained by calculating the maximum value of the adaptive adjustment of the reference period duration and the phase difference of the reference period; Step S3: Based on the intersection The reference period duration, the reference time of each signal phase, and the adaptive adjustment range of the current signal period are used to calculate the iterative optimization running time range of each signal phase in the current signal period. Step S4: Within the iterative optimization running time interval of each signal phase in the current signal period, control each signal phase according to the intersection. Real-time traffic flow status operation; Step S5: at the intersection After the current signal cycle ends, the actual running time of each signal phase in the current signal cycle is obtained, and the actual running time of the current signal cycle and the phase difference of the current signal cycle are calculated and the actual values ​​are adaptively adjusted. Step S6: Based on the intersection The adaptive adjustment range for the next signal cycle is calculated by taking the reference cycle duration, the maximum adaptive adjustment value of the phase difference of the reference cycle, and the actual adaptive adjustment value of the phase difference of the current signal cycle. Step S7: Based on the intersection The actual total running time of the current signal cycle, the actual running time of each signal phase of the current signal cycle, and the adaptive adjustment interval of the next signal cycle are used to calculate the iterative optimization running time interval of each signal phase in the next signal cycle. Step S8: During the iterative optimization running time interval of each signal phase in the next signal cycle, control each signal phase according to the intersection. Real-time traffic flow status is being monitored.

2. The real-time iterative optimization method for adaptive coordinated control of traffic arteries according to claim 1, characterized in that, Step S2 further includes: Define the intersection The reference times for each signal phase are as follows: The base period duration is The maximum value of the adaptive adjustment of the phase difference of the reference period is Then the adaptive adjustment range of the current signal period is .

3. The real-time iterative optimization method for adaptive coordinated control of traffic arteries according to claim 2, characterized in that, Steps S3 to S6 further include: Taking the current signal cycle as the first signal cycle, when the first signal cycle begins, the intersection... Each signal phase undergoes single-point real-time iterative optimization based on actual traffic flow conditions. When the east-west straight-ahead phase of the first signal cycle begins operation, the minimum running time for real-time iterative optimization of that east-west straight-ahead phase is calculated. Minimum running time The calculation formula is as follows: Calculate the maximum runtime of real-time iterative optimization for the straight-line phase of this object. Maximum running time The calculation formula is as follows: Therefore, the real-time iterative optimization runtime interval for the current east-west straight phase in the first signal cycle is... If there is no vehicle traffic demand during the actual operation of the east-west straight-through phase within this interval, it will immediately switch to the next signal phase, namely the east-west left-turn phase. If there is a continuous vehicle traffic demand, it will be extended to the maximum phase time within this interval. Similarly, the real-time iterative optimization runtime interval for the east-west left-turn phase of the first signal cycle is... The real-time iterative optimization runtime interval for the north-south straight phase of the first signal cycle is... The real-time iterative optimization runtime interval for the north-south left-turn phase of the first signal cycle is... After each signal phase of the first signal cycle has completed its real-time iterative optimization operation within its respective time interval based on the actual traffic flow, the intersection is obtained. The actual running times of each signal phase in the first signal cycle, namely the actual running times of the east-west straight-ahead phase, the east-west left-turn phase, the north-south straight-ahead phase, and the north-south left-turn phase, are as follows: , , , At this time, the intersection The first signal cycle's actual total running time At this time, the intersection The first signal cycle has ended, and the phase difference of the first signal cycle is adaptively adjusted to the actual value. Then the adaptive adjustment range of the second signal cycle is .

4. The real-time iterative optimization method for adaptive coordinated control of traffic arteries according to claim 3, characterized in that, Steps S7 and S8 further include: When the second signal cycle begins, the intersection Each signal phase undergoes real-time iterative optimization at a single point based on actual traffic flow conditions. When the east-west straight-ahead phase of the second signal cycle begins operation, the minimum running time for real-time iterative optimization of that east-west straight-ahead phase is calculated. Minimum running time The calculation formula is as follows: Calculate the maximum runtime of real-time iterative optimization for the straight-line phase of this object. Maximum running time The calculation formula is as follows: Therefore, the real-time iterative optimization runtime interval for the current east-west straight phase in the second signal cycle is... If there is no vehicle traffic demand during the actual operation of the east-west straight-through phase within this interval, it will immediately switch to the next signal phase, namely the east-west left-turn phase. If there is a continuous vehicle traffic demand, it will be extended to the maximum phase time within this interval. Similarly, the real-time iterative optimization runtime interval for the east-west left-turn phase of the second signal cycle is... The real-time iterative optimization runtime interval for the north-south straight phase of the second signal cycle is... The real iterative optimization runtime interval for the north-south left-turn phase of the second signal cycle is: After each signal phase of the second signal cycle has completed its real-time iterative optimization operation within its respective time interval based on the actual traffic flow, the intersection is obtained. The actual running times of each signal phase in the second signal cycle, namely the actual running times of the east-west straight-ahead phase, the east-west left-turn phase, the north-south straight-ahead phase, and the north-south left-turn phase, are as follows: , , , At this time, the intersection The actual total running time of the second signal cycle At this time, the intersection The second signal cycle has ended, and the phase difference of the second signal cycle is adaptively adjusted to the actual value. Then the adaptive adjustment interval of the third signal cycle is ; Similarly, the phase control process for each signal during the third signal cycle is repeated.

5. The real-time iterative optimization method for adaptive coordinated control of traffic arteries according to claim 1, characterized in that, The method of obtaining the real-time traffic flow status of each intersection in the main traffic artery also includes: Traffic flow detectors are deployed at each intersection along the main traffic artery to monitor the traffic flow in each direction at each intersection in real time, thereby obtaining the real-time traffic flow status of each intersection.

6. A real-time iterative optimization system for adaptive coordinated control of traffic arteries, used to implement the real-time iterative optimization method for adaptive coordinated control of traffic arteries as described in any one of claims 1-5, characterized in that, The adaptive coordinated control real-time iterative optimization system for the main traffic artery includes: The traffic status acquisition module is used to acquire the real-time traffic flow status of each intersection on the main traffic artery; The historical data acquisition module is used to acquire the historical operation data of the signals at each intersection in the traffic artery. The historical operation data of the signals at the intersection includes the duration of the historical signal cycle and the actual operation time of each signal phase within the historical signal cycle. The real-time iterative calculation module is used to iteratively calculate the running time interval of each signal phase of the current signal cycle of each intersection based on the historical signal operation data of each intersection before the current signal cycle begins. The coordination control module is used to control each signal phase of the current signal cycle at the intersection to operate according to the real-time traffic flow status of the intersection within the operating time interval of each signal phase of the current signal cycle.

7. The real-time iterative optimization system for adaptive coordinated control of traffic arteries according to claim 6, characterized in that, It also includes traffic flow detectors deployed at each intersection along the main traffic artery. These traffic flow detectors are used to detect the traffic flow in each direction at each intersection in real time and transmit the data to the traffic status acquisition module.

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