Method for calculating vehicle theoretical stop delay at signalized intersection based on queuing dissipation characteristics

Abstract

The application provides a signal intersection vehicle theoretical parking delay calculation method based on queuing dissipation characteristics, adopts interval vehicle distribution characteristic identification detection technology, constructs a wide range of tactical traffic detection domain in front of a parking line, analyzes and establishes all to-be-dissipated vehicles in the detection domain containing a target vehicle and corresponding position information sequences when the target vehicle enters the detection domain, establishes right-of-way attributes and time range atlas functions of vehicle release passage time blocks relying on a running background scheme, establishes a calculation model of a vehicle arrival parking line time and a vehicle departure parking line time based on dynamic queuing and dissipation characteristics of vehicles in the sequences, obtains queuing parking delay time length before the target vehicle arrives at the parking line and red light waiting parking delay time length after the target vehicle arrives at the parking line, and finally obtains total theoretical parking delay time length of the vehicle at the signal control intersection. The application is suitable for different signal control scenes such as fixed cycle, induction, coordination, emergency and priority, and has wide applicability.

Description

Technical Field

[0001] This invention belongs to the field of urban road traffic signal control technology, and in particular, it is a method for calculating the theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics. Background Technology

[0002] Traffic signal delay is a commonly used performance evaluation indicator for urban road signal control, and it is of great significance for traffic signal control activities such as perception, control, optimization, evaluation, diagnosis, and recommendation.

[0003] Stopping delays at signalized intersections refer to the delays caused by traffic signal control devices during the passage of vehicles through the intersection, resulting in queuing, stopping, and other phenomena, thus losing a certain amount of travel time. This indicator can reflect the quality of signal control strategies and signal timing.

[0004] Stopping delays at signalized intersections can be obtained through either theoretical model calculations or on-site observations. However, the former typically uses complex theoretical formulas and parameters that are mostly available only in simulation environments, making them difficult to collect in real-world scenarios. The latter struggles to capture instances of vehicles queuing before reaching the stop line and lacks automated statistical analysis mechanisms, requiring manual statistics which are time-consuming, labor-intensive, and yield minimal benefits.

[0005] In addition, existing technologies do not clearly separate the two different signal control delay scenarios of vehicles queuing in channelized areas and waiting at red lights at stop lines. The general description of vehicle stopping delays at signalized intersections lacks a unified spatiotemporal benchmark.

[0006] Nowadays, traffic detectors using video, radar, and radar-visual fusion technologies have made breakthroughs in video image processing, radar point cloud data processing, and target tracking. They can achieve large-scale vehicle identification and detection. Using related technologies, it is easy to construct a detection domain that covers the channelized area of ​​signalized intersection entrances and scan and record the vehicle location distribution information within the detection domain.

[0007] Based on the vehicle location distribution data collected within the detection domain, combined with the operational background scheme and the dynamic queuing and dissipation characteristics of vehicles, it has become possible to establish an instantaneous, lightweight, and universal prediction model for the arrival and departure times of vehicles at the parking line. Summary of the Invention

[0008] The purpose of this invention is to address the shortcomings of the existing technology by providing a method for calculating the theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics.

[0009] The technical solution to achieve the objective of this invention is as follows: On the one hand, a method for calculating the theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics is provided, the method comprising the following steps:

[0010] A traffic detection method with the ability to identify the distribution characteristics of vehicles in different areas is adopted to construct a large-scale traffic detection domain covering the tactical area. When a target vehicle enters the detection domain, the positional distribution characteristics of all vehicles in the detection domain are analyzed to establish a sequence of vehicles to be eliminated.

[0011] Based on the operational background scheme, a time range graph function expressing whether a vehicle has the right-of-way is established in the time domain;

[0012] Based on the dynamic queuing generation and dissipation characteristics of vehicles in the vehicle sequence to be dissipated, a calculation model is established for the time when a vehicle arrives at the parking line and the time when it leaves the parking line.

[0013] The calculation model is used to obtain the queuing delay time of the target vehicle before arriving at the stop line and the waiting delay time at the red light after arriving at the stop line. The sum of the two delay times is the total theoretical stopping delay time of the vehicle at the signalized intersection.

[0014] Furthermore, the tactical area includes parking lines, channelized lanes, and an adjacent portion of the road area, within the tactical area S. MaxQueue A regional detection method is used within the specified area.

[0015] Furthermore, the traffic detection method employing interval vehicle distribution feature recognition constructs a large-scale traffic detection domain covering the tactical area. When a target vehicle enters the detection domain, the positional distribution features of all vehicles in the detection domain are analyzed to establish a sequence of vehicles to be eliminated, specifically including:

[0016] Target vehicle B obj When a vehicle enters the detection domain from a distance, a scan and analysis of the number and location of vehicles within the detection domain is triggered, establishing a sequence containing n+1 vehicles to be eliminated. If n = 0, then the sequence of vehicles to be eliminated is {B}. obj The vehicle's location is expressed as... If the number of vehicles n≥1, then the sequence of vehicles to be eliminated is {B1, ..., B...} n B obj The corresponding vehicle location is expressed as} Vehicle B1 is closest to the stop line. obj The furthest from the parking line, and

[0017] Furthermore, the aforementioned method of establishing a time-range graph function in the time domain to express whether a vehicle has the right-of-way based on the operational background scheme specifically includes:

[0018] The background scheme diagram consists of several groups of time blocks with right-of-way and time blocks without right-of-way alternating continuously;

[0019] The initial moment of the background scheme map is the target vehicle B.obj The moment t0 when the device enters the detection domain and is identified;

[0020] The right-of-way attribute ROW1 in the first time block of the background scheme map is taken from the target vehicle B at time t0. obj Request the right-of-way attribute of the phase, let The duration Δt1 between time t0 and the right-of-way attribute switching time is the duration of this time block; the right-of-way attribute ROW2 of the second time block in the background scheme map is opposite to the right-of-way attribute ROW1 of the previous time block, ROW2 = (-1) × ROW1, and the duration Δt2 between the second and subsequent right-of-way attribute switching times starts at time t0 + Δt1 and ends at time t0 + Δt1. Similarly, the path right attribute (ROW) of the m-th time block in the background scheme map is... m ROW (Right-of-Way) attribute of the previous time block m-1 Conversely, ROW m = (-1) × ROW m-1 =…=(-1) m-1 ×ROW1, the duration Δt from the subsequent right-of-way attribute switch. m Its starting time is End time

[0021] Furthermore, the calculation model for the arrival and departure times of vehicles at the parking line, based on the dynamic queuing generation and dissipation characteristics of vehicles in the vehicle sequence to be dissipated, specifically includes:

[0022] (1) Calculation of the planned dissipation time and equivalent dissipation time of the first vehicle B1

[0023] Vehicle B1 travels at a constant speed, and the time it reaches the stop line. have:

[0024]

[0025] in, Let v be the distance between vehicle B1 and the stop line at time t0, and v be the average speed of the vehicle.

[0026] Vehicle B1, as the lead vehicle, is scheduled to dissipate at the same time as its arrival at the stop line. Without the effect of queue dissipation, there are:

[0027]

[0028] The planned dissipation time of vehicle B1 Belonging to time block The solution function:

[0029]

[0030] Then the planned dissipation time of vehicle B1 Belonging to time block Right-of-way attributes:

[0031]

[0032] Then the equivalent dissipation time of vehicle B1 have:

[0033]

[0034] (2) Calculation of planned dissipation time and equivalent dissipation time of subsequent vehicles

[0035] For subsequent vehicles B2 to B n Drive at a constant speed and reach the stop line at the specified time. have:

[0036]

[0037] in, For vehicle B j The distance from the parking line at time t0, j∈[2,n];

[0038] If vehicle B j Follow the vehicle in front B j-1 Then the headway between vehicles should not be less than the saturation headway h; vehicle B j The moment the plan dissipated have:

[0039]

[0040] in, For vehicle B j Distance from the parking line at time t0 For the preceding vehicle B j-1 The equivalent dissipation time;

[0041] Vehicle B j The moment the plan dissipated Belonging to time block The solution function:

[0042]

[0043] Vehicle B j The moment the plan dissipated Belonging to time block Right-of-way attributes:

[0044]

[0045] Vehicle B jEquivalent dissipation time have:

[0046]

[0047] (3) Target vehicle B obj Calculation of planned dissipation time and equivalent dissipation time

[0048] Target vehicle B obj Drive at a constant speed and reach the stop line at the specified time. have:

[0049]

[0050] in, For target vehicle B obj Distance from the parking line at time t0;

[0051] For target vehicle B obj The time when its plan dissipates have:

[0052]

[0053] in, For target vehicle B obj Distance from the parking line at time t0 For target vehicle B obj The previous vehicle B n The equivalent dissipation time;

[0054] Target vehicle B obj The moment the plan dissipated Belonging to time block The solution function:

[0055]

[0056] Target vehicle B obj The moment the plan dissipated Belonging to time block Right-of-way attributes:

[0057]

[0058] Target vehicle B obj Equivalent dissipation time have:

[0059]

[0060] Furthermore, the calculation model obtains the queuing delay time before the target vehicle arrives at the stop line and the waiting delay time at the red light after arriving at the stop line. The sum of the two delay times is the total theoretical stopping delay time of the vehicle at the signalized intersection, specifically including:

[0061] Target vehicle B obj Parking delay time t before reaching the stop line DP ,have:

[0062]

[0063] Target vehicle B obj The delay time t for waiting at a red light after reaching the stop line DL ,have:

[0064]

[0065] Target vehicle B obj The total theoretical stopping delay time t at a signalized intersection D ,have:

[0066]

[0067] On the other hand, a system for calculating theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics is provided, the system comprising:

[0068] The first module is used to implement a traffic detection method with interval vehicle distribution characteristics recognition, construct a large-scale traffic detection domain covering the tactical area, and when a target vehicle enters the detection domain, analyze the position distribution characteristics of all vehicles in the detection domain and establish a sequence of vehicles to be eliminated.

[0069] The second module is used to implement a time-range graph function that expresses whether a vehicle has the right-of-way based on the operating background scheme.

[0070] The third module is used to realize the calculation model of the time when a vehicle arrives at the parking line and the time when it leaves the parking line based on the dynamic queuing generation and dissipation characteristics of the vehicles in the vehicle sequence to be dissipated.

[0071] The fourth module is used to obtain the queuing delay time of the target vehicle before arriving at the stop line and the waiting delay time at the red light after arriving at the stop line based on the calculation model. The sum of the two delay times is the total theoretical stopping delay time of the vehicle at the signalized intersection.

[0072] Compared with the prior art, the significant advantages of this invention are:

[0073] (1) A unified spatiotemporal reference method for quantifying the signal control delay of vehicles at signalized intersections is established. When a vehicle enters the detection domain, the vehicle position distribution information within the detection domain is scanned immediately, the background scheme is locked, and the calculation of the time when the vehicle arrives at the stop line and leaves the stop line is triggered. In this way, the queuing delay, the red light delay, and the total theoretical stopping delay of the vehicle at the signalized intersection are obtained.

[0074] (2) High practicality: It adopts common traffic detection technologies and conventional traffic detection data. Technologies such as video, radar, radar-visual integration, floating cars, and perception fusion can all provide vehicle location distribution data within the channelized area.

[0075] (3) High robustness, supporting theoretical parking delay calculation under various control scenarios such as fixed period, coordination, sensing, adaptive, pedestrian crossing, and bus priority.

[0076] (4) Real-time calculation: A lightweight logic calculation model is adopted. Once the distance of the channelized area is fixed, the upper limit of the number of vehicles n distributed in the detection domain can be determined. The time complexity of the algorithm is O(1), which can meet the real-time calculation requirements of any device and system.

[0077] The present invention will now be described in further detail with reference to the accompanying drawings. Attached Figure Description

[0078] Figure 1 This is a flowchart of a method for calculating the theoretical stopping delay of vehicles at a signalized intersection based on queuing dissipation characteristics in one embodiment.

[0079] Figure 2 This is a schematic diagram of a vehicle from its arrival at the detection zone to its departure from the parking line in one embodiment.

[0080] Figure 3 This is a schematic diagram of the time block representation of the background scheme map for a time period in one embodiment. Detailed Implementation

[0081] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0082] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0083] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0084] In one embodiment, combined Figure 1 This paper provides a method for calculating the theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics. The method includes the following steps:

[0085] Step 1: Using a traffic detection method with the ability to identify the distribution characteristics of vehicles in the interval, a large-scale traffic detection domain covering the tactical area is constructed. When a target vehicle enters the detection domain, the positional distribution characteristics of all vehicles in the detection domain are analyzed to establish a sequence of vehicles to be eliminated.

[0086] The tactical zone includes the stop line, channelized lanes, and an adjacent portion of the road area. Within the tactical zone S... MaxQueue A regional detection method is used within a range of (meters);

[0087] Specifically, it includes:

[0088] Target vehicle B obj When a vehicle enters the detection domain from a distance, a scan and analysis of the number and location of vehicles within the detection domain is triggered, establishing a sequence containing n+1 vehicles to be eliminated. If n = 0, then the sequence of vehicles to be eliminated is {B}. obj The vehicle's location is expressed as... If the number of vehicles n≥1, then the sequence of vehicles to be eliminated is {B1, ..., B...} n B obj The corresponding vehicle location is expressed as} Vehicle B1 is closest to the stop line. obj The furthest from the parking line, and

[0089] Step 2: Based on the operational background scheme, establish a time-range graph function in the time domain to express whether a vehicle has the right-of-way; combined with... Figure 3 Specifically, it includes:

[0090] The background scheme diagram consists of several groups of time blocks with right-of-way and time blocks without right-of-way alternating continuously;

[0091] The initial moment of the background scheme map is the target vehicle B. obj The moment t0 when the device enters the detection domain and is identified;

[0092] The right-of-way attribute ROW1 in the first time block of the background scheme map is taken from the target vehicle B at time t0. obj Request the right-of-way attribute of the phase, let The duration Δt1 between time t0 and the right-of-way attribute switching time is the duration of this time block; the right-of-way attribute ROW2 of the second time block in the background scheme map is opposite to the right-of-way attribute ROW1 of the previous time block, ROW2 = (-1) × ROW1, and the duration Δt2 between the second and subsequent right-of-way attribute switching times starts at time t0 + Δt1 and ends at time t0 + Δt1. Similarly, the path right attribute (ROW) of the m-th time block in the background scheme map is... m ROW (Right-of-Way) attribute of the previous time block m-1 Conversely, ROW m = (-1) × ROW m-1 =…=(-1) m-1 ×ROW1, the duration Δt from the subsequent right-of-way attribute switch. m Its starting time is End time

[0093] Step 3: Based on the dynamic queuing generation and dissipation characteristics of vehicles in the vehicle sequence to be dissipated, establish a calculation model for the arrival time and departure time of vehicles at the parking line; combined with... Figure 2 Specifically, it includes:

[0094] (1) Calculation of the planned dissipation time and equivalent dissipation time of the first vehicle B1

[0095] Vehicle B1 travels at a constant speed, and the time it reaches the stop line. have:

[0096]

[0097] in, Let v be the distance between vehicle B1 and the stop line at time t0, and v be the average speed of the vehicle.

[0098] Vehicle B1, as the lead vehicle, is scheduled to dissipate at the same time as its arrival at the stop line. Without the effect of queue dissipation, there are:

[0099]

[0100] The planned dissipation time of vehicle B1 Belonging to time block The solution function:

[0101]

[0102] Then the planned dissipation time of vehicle B1 Belonging to time block Right-of-way attributes:

[0103]

[0104] Then the equivalent dissipation time of vehicle B1 have:

[0105]

[0106] (2) Calculation of planned dissipation time and equivalent dissipation time of subsequent vehicles

[0107] For subsequent vehicles B2 to B n Drive at a constant speed and reach the stop line at the specified time. have:

[0108]

[0109] in, For vehicle B j The distance from the parking line at time t0, j∈[2,n];

[0110] If vehicle B j Follow the vehicle in front B j-1 Then the headway between vehicles should not be less than the saturation headway h; vehicle B j The moment the plan dissipated have:

[0111]

[0112] in, For vehicle B j Distance from the parking line at time t0 For the preceding vehicle B j-1 The equivalent dissipation time;

[0113] Vehicle B j The moment the plan dissipated Belonging to time block The solution function:

[0114]

[0115] Vehicle B j The moment the plan dissipated Belonging to time block Right-of-way attributes:

[0116]

[0117] Vehicle B j Equivalent dissipation time have:

[0118]

[0119] (3) Target vehicle B obj Calculation of planned dissipation time and equivalent dissipation time

[0120] Target vehicle B obj Drive at a constant speed and reach the stop line at the specified time. have:

[0121]

[0122] in, For target vehicle B obj Distance from the parking line at time t0;

[0123] For target vehicle B obj The time when its plan dissipates have:

[0124]

[0125] in, For target vehicle B obj Distance from the parking line at time t0 For target vehicle B obj The previous vehicle B n The equivalent dissipation time;

[0126] Target vehicle B obj The moment the plan dissipated Belonging to time block The solution function:

[0127]

[0128] Target vehicle B obj The moment the plan dissipated Belonging to time block Right-of-way attributes:

[0129]

[0130] Target vehicle B obj Equivalent dissipation time have:

[0131]

[0132] Step 4: Based on the calculation model, obtain the queuing delay time before the target vehicle arrives at the stop line and the waiting delay time at the red light after arriving at the stop line. The sum of these two delay times is the total theoretical stopping delay time of the vehicle at the signalized intersection. Specifically, this includes:

[0133] Target vehicle B obj Parking delay time t before reaching the stop line DP ,have:

[0134]

[0135] Target vehicle B obj The delay time t for waiting at a red light after reaching the stop line DL ,have:

[0136]

[0137] Target vehicle B obj The total theoretical stopping delay time t at a signalized intersection D ,have:

[0138]

[0139] In one embodiment, a system for calculating theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics is provided, the system comprising:

[0140] The first module is used to implement a traffic detection method with interval vehicle distribution characteristics recognition, construct a large-scale traffic detection domain covering the tactical area, and when a target vehicle enters the detection domain, analyze the position distribution characteristics of all vehicles in the detection domain and establish a sequence of vehicles to be eliminated.

[0141] The second module is used to implement a time-range graph function that expresses whether a vehicle has the right-of-way based on the operating background scheme.

[0142] The third module is used to realize the calculation model of the time when a vehicle arrives at the parking line and the time when it leaves the parking line based on the dynamic queuing generation and dissipation characteristics of the vehicles in the vehicle sequence to be dissipated.

[0143] The fourth module is used to obtain the queuing delay time of the target vehicle before arriving at the stop line and the waiting delay time at the red light after arriving at the stop line based on the calculation model. The sum of the two delay times is the total theoretical stopping delay time of the vehicle at the signalized intersection.

[0144] Specific limitations regarding the system for calculating theoretical parking delays at signalized intersections based on queue dissipation characteristics can be found in the above section on the limitations of the method for calculating theoretical parking delays at signalized intersections based on queue dissipation characteristics, and will not be repeated here. Each module in the aforementioned system for calculating theoretical parking delays at signalized intersections based on queue dissipation characteristics can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0145] In one embodiment, a computer device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to perform the following steps:

[0146] A traffic detection method with the ability to identify the distribution characteristics of vehicles in different areas is adopted to construct a large-scale traffic detection domain covering the tactical area. When a target vehicle enters the detection domain, the positional distribution characteristics of all vehicles in the detection domain are analyzed to establish a sequence of vehicles to be eliminated.

[0147] Based on the operational background scheme, a time range graph function expressing whether a vehicle has the right-of-way is established in the time domain;

[0148] Based on the dynamic queuing generation and dissipation characteristics of vehicles in the vehicle sequence to be dissipated, a calculation model is established for the time when a vehicle arrives at the parking line and the time when it leaves the parking line.

[0149] The calculation model is used to obtain the queuing delay time of the target vehicle before arriving at the stop line and the waiting delay time at the red light after arriving at the stop line. The sum of the two delay times is the total theoretical stopping delay time of the vehicle at the signalized intersection.

[0150] For specific limitations on each step, please refer to the limitations on the calculation method of theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics mentioned above, which will not be repeated here.

[0151] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, the computer program performing the following steps when executed by a processor:

[0152] A traffic detection method with the ability to identify the distribution characteristics of vehicles in different areas is adopted to construct a large-scale traffic detection domain covering the tactical area. When a target vehicle enters the detection domain, the positional distribution characteristics of all vehicles in the detection domain are analyzed to establish a sequence of vehicles to be eliminated.

[0153] Based on the operational background scheme, a time range graph function expressing whether a vehicle has the right-of-way is established in the time domain;

[0154] Based on the dynamic queuing generation and dissipation characteristics of vehicles in the vehicle sequence to be dissipated, a calculation model is established for the time when a vehicle arrives at the parking line and the time when it leaves the parking line.

[0155] The calculation model is used to obtain the queuing delay time of the target vehicle before arriving at the stop line and the waiting delay time at the red light after arriving at the stop line. The sum of the two delay times is the total theoretical stopping delay time of the vehicle at the signalized intersection.

[0156] For specific limitations on each step, please refer to the limitations on the calculation method of theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics mentioned above, which will not be repeated here.

[0157] As a specific example, the invention will be further verified and illustrated in one embodiment.

[0158] Assume target vehicle B obj The tactical detection zone arrived at the south entrance straight lane of the intersection at 9:01:55. At that time, only vehicles B1 and B2 were ahead, among which The average speed of vehicles traveling within the detection domain is v = 8 m / s, and the saturation headway is h = 2.25 s. The current time belongs to the daytime off-peak period from 8:30:00 to 17:30:00. Scheme 5 is invoked, with fixed-cycle control and a cycle of 120 s. The release information for each stage is shown in Table 1 below. Stage 4 is currently in operation, with 10 s remaining in the stage.

[0159] Table 1 Release Information at Each Stage

[0160] Phase number Release phase Stage duration / s 1 North-South Straight 30 2 Turn left from north or south 30 3 East-west straight 30 4 Turn left (east or west) 30

[0161] (1) Construct a time-period background scheme map, as follows:

[0162] Time block 1, t0=0, Δt1=10s, range [0, 10)s, ROW1=-1, no right-of-way;

[0163] Time block 2, t1 = 10s, Δt2 = 30s, range [10, 40)s, ROW2 = 1, has right-of-way;

[0164] Time block 3, t2=40s, Δt3=90s, range [40, 130)s, ROW3=-1, no right-of-way;

[0165] (2) For the first train B1:

[0166] Drive at a constant speed and reach the stop line at the designated time.

[0167] The moment the plan dissipates

[0168] Equivalent dissipation time

[0169] (3) For vehicle B2:

[0170] Drive at a constant speed and reach the stop line at the designated time.

[0171] The moment the plan dissipates

[0172] Equivalent dissipation time

[0173] (4) For vehicle B obj have:

[0174] Drive at a constant speed and reach the stop line at the designated time.

[0175] The moment the plan dissipates

[0176] Equivalent dissipation time

[0177] (5) Vehicle B obj The signal control delays include:

[0178] Parking delay time t DP =8.25s,

[0179] Delay time t when stopping at a red light DL =0s,

[0180] Total theoretical parking delay time t D =8.25s.

[0181] In summary, this invention provides an instantaneous, lightweight, and universal method for calculating the theoretical parking delay time of vehicles under different signal control scenarios such as fixed-period, sensing, coordination, emergency, and priority. It can more accurately obtain the queuing parking delay, red light parking delay, and total theoretical parking delay of vehicles at signalized intersections, and has high practicality and robustness.

[0182] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention without departing from its spirit and scope should be included within the protection scope of the present invention.

Claims

1. A method for calculating the theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics, characterized in that, The method includes the following steps: A traffic detection method with the ability to identify the distribution characteristics of vehicles in different areas is adopted to construct a large-scale traffic detection domain covering the tactical area. When a target vehicle enters the detection domain, the positional distribution characteristics of all vehicles in the detection domain are analyzed to establish a sequence of vehicles to be eliminated. Based on the operational background scheme, a time range graph function expressing whether a vehicle has the right-of-way is established in the time domain; Based on the dynamic queuing generation and dissipation characteristics of vehicles in the vehicle sequence to be dissipated, a calculation model is established for the time when a vehicle arrives at the parking line and the time when it leaves the parking line. The calculation model is used to obtain the queuing delay time before the target vehicle arrives at the stop line and the waiting delay time at the red light after arriving at the stop line. The sum of the two delay times is the total theoretical stopping delay time of the vehicle at the signalized intersection. The calculation model for the arrival and departure times of vehicles at the parking line is established based on the dynamic queuing generation and dissipation characteristics of vehicles in the vehicle sequence to be dissipated. Specifically, it includes: (1) Calculation of the planned dissipation time and equivalent dissipation time of the first vehicle B1 Vehicle B1 travels at a constant speed, and the time it reaches the stop line. have: in, Let v be the distance between vehicle B1 and the stop line at time t0, and v be the average speed of the vehicle. Vehicle B1, as the lead vehicle, is scheduled to dissipate at the same time as its arrival at the stop line. Without the effect of queue dissipation, there are: The planned dissipation time of vehicle B1 Belonging to time block The solution function: Then the planned dissipation time of vehicle B1 Belonging to time block Right-of-way attributes: Then the equivalent dissipation time of vehicle B1 have: (2) Calculation of planned dissipation time and equivalent dissipation time of subsequent vehicles For subsequent vehicles B2 to B n Drive at a constant speed and reach the stop line at the specified time. have: in, For vehicle B j The distance from the parking line at time t0, j∈[2,n]; If vehicle B j Follow the vehicle in front B j-1 Then the headway between vehicles should not be less than the saturation headway h; vehicle B j The moment the plan dissipated have: in, For vehicle B j Distance from the parking line at time t0 For the preceding vehicle B j-1 The equivalent dissipation time; Vehicle B j The moment the plan dissipated Belonging to time block The solution function: Vehicle B j The moment the plan dissipated Belonging to time block Right-of-way attributes: Vehicle B j Equivalent dissipation time have: (3) Target vehicle B obj Calculation of planned dissipation time and equivalent dissipation time Target vehicle B obj Drive at a constant speed and reach the stop line at the specified time. have: in, For target vehicle B obj Distance from the parking line at time t0; For target vehicle B obj The time when its plan dissipates have: in, For target vehicle B obj Distance from the parking line at time t0 For target vehicle B obj The previous vehicle B n The equivalent dissipation time; Target vehicle B obj The moment the plan dissipated Belonging to time block The solution function: Target vehicle B obj The moment the plan dissipated Belonging to time block Right-of-way attributes: Target vehicle B obj Equivalent dissipation time have:

2. The method for calculating theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics according to claim 1, characterized in that, The tactical zone includes the stop line, channelized lanes, and an adjacent portion of the road area. Within the tactical zone S... MaxQueue A regional detection method is used within the specified area.

3. The method for calculating theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics according to claim 2, characterized in that, The traffic detection method employing interval vehicle distribution feature recognition constructs a large-scale traffic detection domain covering the tactical area. When a target vehicle enters the detection domain, the positional distribution features of all vehicles in the detection domain are analyzed to establish a sequence of vehicles to be eliminated. Specifically, this includes: Target vehicle B obj When a vehicle enters the detection domain from a distance, a scan and analysis of the number and location of vehicles within the detection domain is triggered, establishing a sequence containing n+1 vehicles to be eliminated. If n = 0, then the sequence of vehicles to be eliminated is {B}. obj The vehicle's location is expressed as... If the number of vehicles n≥1, then the sequence of vehicles to be eliminated is {B1,...,B1,...} n B obj The corresponding vehicle location is expressed as} Vehicle B1 is closest to the stop line. obj The furthest from the parking line, and 4. The method for calculating theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics according to claim 3, characterized in that, The aforementioned operational background scheme, which establishes a time-domain spectral function in the time domain to express whether a vehicle has the right-of-way, specifically includes: The background scheme diagram consists of several groups of time blocks with right-of-way and time blocks without right-of-way alternating continuously; The initial moment of the background scheme map is the target vehicle B. obj The moment t0 when the device enters the detection domain and is identified; The right-of-way attribute ROW1 in the first time block of the background scheme map is taken from the target vehicle B at time t0. obj Request the right-of-way attribute of the phase, let The duration Δt1 between time t0 and the right-of-way attribute switching time is the duration of this time block; the right-of-way attribute ROW2 of the second time block in the background scheme map is opposite to the right-of-way attribute ROW1 of the previous time block, ROW2 = (-1) × ROW1, and the duration Δt2 between the second and subsequent right-of-way attribute switching times starts at time t0 + Δt1 and ends at time t0 + Δt1. Similarly, the path right attribute (ROW) of the m-th time block in the background scheme map is... m ROW (Right-of-Way) attribute of the previous time block m-1 Conversely, ROW m = (-1) × ROW m-1 =…=(-1) m-1 ×ROW1, the duration Δt from the subsequent right-of-way attribute switch. m Its starting time is End time 5. The method for calculating theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics according to claim 1, characterized in that, The calculation model obtains the queuing delay time before the target vehicle arrives at the stop line and the waiting delay time at the red light after arriving at the stop line. The sum of the two delay times is the total theoretical stopping delay time of the vehicle at the signalized intersection, which specifically includes: Target vehicle B obj Parking delay time t before reaching the stop line DP ,have: Target vehicle B obj The delay time t for waiting at a red light after reaching the stop line DL ,have: Target vehicle B obj The total theoretical stopping delay time t at a signalized intersection D ,have:

6. A system for calculating theoretical stopping delay of vehicles at signalized intersections based on queue dissipation characteristics, using the method described in any one of claims 1 to 5, characterized in that, The system includes: The first module is used to implement a traffic detection method with interval vehicle distribution characteristics recognition, construct a large-scale traffic detection domain covering the tactical area, and when a target vehicle enters the detection domain, analyze the position distribution characteristics of all vehicles in the detection domain and establish a sequence of vehicles to be eliminated. The second module is used to implement a time-range graph function that expresses whether a vehicle has the right-of-way based on the operating background scheme. The third module is used to realize the calculation model of the time when a vehicle arrives at the parking line and the time when it leaves the parking line based on the dynamic queuing generation and dissipation characteristics of the vehicles in the vehicle sequence to be dissipated. The fourth module is used to obtain the queuing delay time of the target vehicle before arriving at the stop line and the waiting delay time at the red light after arriving at the stop line based on the calculation model. The sum of the two delay times is the total theoretical stopping delay time of the vehicle at the signalized intersection.

7. A computer device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the method according to any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the method of any one of claims 1 to 5.

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