Pedestrian crossing sensing device and method

Abstract

Provided are a pedestrian passage sensing device and a method thereof. The method provided comprises: in response to a first phase stage of a traffic signal to be switched, identifying all first pedestrians entering a first non-safe area of a road intersection within a first time period starting from a current time, and recording all the first pedestrians in a first set; in response to the first time period being up, repeatedly detecting whether there is a pedestrian belonging to the first set in the first non-safe area, and generating a phase conflict indication signal indicating whether there is a pedestrian belonging to the first set in the first non-safe area according to a latest detection result; and selecting a next phase stage to which the traffic signal of the road intersection is to be switched and a switching time according to information including the phase conflict indication signal, wherein when the phase conflict indication signal indicates that there is a pedestrian belonging to the first set in the first non-safe area, the next phase stage does not belong to a conflict phase stage of the first non-safe area.

Description

Technical Field

[0001] This application relates to the field of intelligent traffic control, and more specifically, to a pedestrian crossing sensing device and method for adjusting the phase switching of traffic signals based on the detection of pedestrians crossing road intersections. Background Technology

[0002] Traffic signal control systems use a "phase" to control each flow of traffic. For example... Figure 1 The intersection shown has 12 possible traffic flows, corresponding to 12 phases. Figure 1 In the diagram, the numbers 0-11 indicate the 12 possible phases and their corresponding traffic directions.

[0003] Traffic signal control systems switch traffic lights according to "stages." One stage may affect multiple phases simultaneously. Generally, the right-turn phase (…) Figure 1 Phases 2, 3, 6, and 10 of the traffic lights are unaffected by traffic lights and can proceed freely. Therefore, intersections often use an "8-phase, 4-stage" control scheme, where the meanings of the four phase stages are as follows (see also...). Figure 2 ):

[0004] Phase 1: East Straight / West Straight, release phases 0 and 7;

[0005] Phase Phase 2: East Left / West Left, allow phases 1 and 8 to proceed;

[0006] Phase 3: South Straight / North Straight, allow passage of phases 4 and 11;

[0007] Phase 4: South Left / North Left, allow phases 5 and 9 to proceed.

[0008] Each phase stage corresponds to a series of lamp states, for example Figure 2 Phase 1 (East / West Straight): East-west straight traffic has a green light on, red and yellow lights off; east-west left-turn traffic has a red light on, green and yellow lights off; north-south straight traffic has a red light on, green and yellow lights off; north-south left-turn traffic has a red light on, green and yellow lights off. In the 4-phase scheme, pedestrian lights generally have the same color as the straight traffic lights for vehicles in the same direction (or with a fixed delay). Intersections with high traffic volume or non-cross intersections may use more complex phase phases, such as... Figure 3 The paper demonstrates a 5-phase-stage scheme that includes 5 phase stages.

[0009] Traffic signal control methods include, for example, multi-period timed scheduling, which involves switching the four phase phases in rotation at different times of the day according to different cycles. For instance, at an intersection where the east-west direction is a main road, the east-west traffic volume is high during morning and evening rush hours. The four phase phases are switched in rotation with durations of 40s, 15s, 20s, and 15s, while at other times they are switched in cycles of 20s, 15s, 20s, and 15s.

[0010] As can be seen, in traditional signal control schemes, the release time for each phase is fixed, so a countdown device can be used to remind vehicles or pedestrians.

[0011] In intelligent transportation scenarios, algorithms typically adjust the duration of each phase based on real-time traffic flow, meaning the duration of the green light is uncertain, making traditional countdown timers unsuitable. This causes inconvenience and confusion for pedestrians hoping to cross such intersections. Because the pattern of traffic signal changes is unpredictable, pedestrians cannot be certain whether they or their companions can cross before the green light ends. This problem is exacerbated when intersections are wide and / or pedestrian movement remains constant. It also poses significant safety risks for vulnerable groups (the elderly, disabled, those carrying large luggage or strollers) crossing intersections.

[0012] There are several solutions that attempt to help solve this type of problem.

[0013] (1) Increase the minimum green light duration

[0014] Increasing the minimum green light duration to over 30 seconds would ensure that elderly people can cross the intersection as soon as the next green light begins. However, the probability of elderly people appearing at intersections is very low, and some intersections may not have any pedestrians for extended periods. If the duration of each green light were increased to 30 seconds, vehicle traffic efficiency would be significantly affected.

[0015] Inserting a fixed-cycle green light lasting more than 30 seconds every few variable-duration traffic signal scheduling cycles will not solve the problem. This is because when an elderly person arrives at the intersection, they cannot know whether a variable-duration scheduling cycle or a 30-second fixed cycle is in effect, nor can they know how many more green lights they need to wait for to reach the 30-second fixed cycle.

[0016] (2) Set up pedestrian crossing buttons

[0017] Pedestrian crossing buttons are installed at intersections so that pedestrians urgently needing to cross the road can quickly obtain a green light by pressing the button. If an elderly person presses the button, the green light must remain for more than 30 seconds before they can cross. However, if the green light remains for more than 30 seconds every time a pedestrian presses the button, it will significantly affect vehicle traffic efficiency.

[0018] Another problem is that even if the traffic light control strategy doesn't consider vehicle traffic efficiency—that is, inserting a fixed 30-second cycle whenever a pedestrian presses the pass button, and executing a variable-length scheduling cycle when no button is pressed—it still doesn't solve the problem. This is because pedestrians are unaware of this scheduling pattern. Pedestrians arriving at the intersection might not see the button or might not want to press it; if they simply wait for the next green light (the variable-length scheduling cycle) to arrive, they could still be stuck in the middle of the road.

[0019] (3) Set a countdown

[0020] If the traffic light control strategy is modified so that instead of deciding whether to switch the green light direction in real time, it predicts the green light time for the next cycle (based on factors such as the number of vehicles in the queue), a countdown timer can be displayed in real time, allowing pedestrians to decide whether to enter the crosswalk. However, if the traffic light control strategy determines the green light time to be too short, for example, not exceeding 30 seconds for several consecutive cycles, elderly people will never have a chance to cross. Even changing the traffic light control strategy to insert a fixed cycle of more than 30 seconds every few variable-length scheduling cycles will not solve the problem. This is because elderly people cannot know how many more green lights they need to wait for to reach the 30-second fixed cycle. They will become very anxious when they wait for multiple cycles without getting a green light longer than 30 seconds.

[0021] (4) Adjust the green light time for this round based on the characteristics of the crowds crossing the road.

[0022] Chinese patent application CN109191870 proposes issuing identity information cards to special groups such as the elderly and disabled, and having the traffic light control system identify the ID card features of pedestrians crossing the intersection, and proactively extending the green light duration when special groups with slow movement want to cross the road.

[0023] However, the arrival time of pedestrians at intersections is uncertain. When individuals from special groups arrive at and enter the intersection continuously or intermittently, the green light time will be continuously extended, thus hindering traffic and pedestrian flow from other directions for an extended period and reducing the overall traffic efficiency of the intersection. Even if the maximum green light time is increased, and then not extended further after the maximum green light time is reached, this approach takes into account the traffic efficiency of other directions but undermines the safety of special groups. Furthermore, for those who are not at the intersection when the green light begins, but arrive at the intersection some time after the green light has started, there is still anxiety about whether they can safely cross the intersection. Summary of the Invention

[0024] Intelligent transportation systems need to make decisions based on real-time traffic conditions, thus requiring the collection of information on vehicles and pedestrians on the road for comprehensive decision-making. This paper introduces a pedestrian crossing sensing device and method, which solves the problem that traditional intelligent transportation systems cannot use countdown timers to indicate the remaining crossing time at intersections. This allows pedestrians to actively participate in the traffic signal control process, ensuring pedestrian safety when crossing intersections, reducing pedestrian anxiety and unease, and improving the overall traffic efficiency of intersections.

[0025] According to embodiments of this application, the aim is to solve the pedestrian crossing problem in intelligent transportation systems. The objective is:

[0026] Ensure that pedestrians have enough time to cross the road.

[0027] Try not to reduce the efficiency of vehicle traffic.

[0028] It does not affect the core algorithms of intelligent transportation.

[0029] The pedestrian crossing problem refers to the fact that most intelligent transportation systems need to make real-time decisions on "whether to switch the direction of travel" based on road conditions. Therefore, it is impossible to predict how long the current green light will last, rendering the original green light countdown device ineffective. Consequently, pedestrians cannot judge the "timing" to enter the zebra crossing based on the countdown. If pedestrians enter the zebra crossing after the green light has been running for some time, they may not be able to cross before the green light turns red.

[0030] Elderly people, especially those with slower mobility, rely heavily on countdown timers. They typically only enter the crosswalk when the countdown is over 30 seconds, estimating they can cross safely; otherwise, they wait for the next green light cycle. However, intelligent transportation systems lack countdown timers, or the timers offer limited assistance, and the minimum green light duration is relatively short. Even if elderly people always wait until the "next green light has just started" to enter the crosswalk, they may still be unable to cross the intersection due to the short green light duration.

[0031] In this application, "pedestrian" refers to pedestrians, non-motorized vehicles, wheelchairs, and other participants who mainly engage in traffic activities on non-motorized vehicle lanes. Pedestrian can also refer to vehicles on non-motorized vehicle lanes.

[0032] According to a first aspect of this application, a method for assisting pedestrians to safely cross a road intersection is provided, comprising: in response to switching to a first phase phase of a traffic signal, displaying a green progress bar on a first display screen during a first time period starting from the current moment, identifying all first pedestrians entering a first unsafe area of ​​the road intersection during the first time period, recording all first pedestrians in a first set, and generating a phase conflict indication signal indicating the presence of pedestrians belonging to the first set in the first unsafe area; wherein during the first phase phase, a first traffic light associated with the first display screen is green, the green light indicating permission for pedestrians to cross the road intersection via the first unsafe area; in response to the expiration of the first time period, displaying a green progress bar on the first display screen, repeatedly detecting whether pedestrians belonging to the first set exist in the first unsafe area, and based on the latest detection result... A phase conflict indication signal is generated to indicate whether there are pedestrians belonging to the first set in the first unsafe area; based on information including the phase conflict indication signal, the next phase phase to which the traffic signal at the road intersection should be switched and the switching time are selected, wherein when the phase conflict indication signal indicates that there are pedestrians belonging to the first set in the first unsafe area, the next phase phase is not a conflict phase phase of the first unsafe area, wherein in the conflict phase phase of the first unsafe area, the traffic flow that is allowed to proceed through the road intersection passes through the first unsafe area, and in the phase phase that is not a conflict phase phase of the first unsafe area, the traffic flow that is allowed to proceed through the road intersection does not pass through the first unsafe area; in response to switching to the second phase phase of the traffic signal, a red progress bar is displayed on the first display screen; wherein in the second phase phase, the first traffic light associated with the first display screen indicates a red light.

[0033] According to a first aspect of this application, a second method for assisting pedestrians to safely cross a road intersection is provided, wherein, in response to switching to a first phase of a traffic signal, a green progress bar that decreases uniformly within a first length range starting from a maximum length is displayed on a first display screen during a first time period starting from the current moment; in response to the end of the first time period, a green progress bar that decreases non-uniformly within a second length range is displayed on the first display screen, wherein the first length range and the second length range together constitute the maximum length of the progress bar; and in response to switching to a second phase of a traffic signal, a red progress bar that decreases from a maximum length is displayed on the first display screen.

[0034] According to the first aspect of the present application, there is provided a third method for assisting pedestrians to safely pass through a road intersection according to the first aspect of the present application. The length of the first time period is determined according to the time required for all pedestrians corresponding to the first display screen to enter the first non-safe area from the safe area of the road intersection during the red light indication of the first traffic signal before the first phase stage; or the length of the first time period is determined according to the time required for all pedestrians corresponding to the first display screen to enter the first non-safe area from the safe area of the road intersection during the red light indication of the first traffic signal in several rounds of traffic signal cycles before the first phase stage.

[0035] According to the first aspect of the present application, there is provided a fourth method for assisting pedestrians to safely pass through a road intersection according to the first aspect of the present application. A green progress bar that decreases uniformly within the first length range starting from the maximum length indicates to pedestrians entering the first non-safe area that they will be identified as priority passing objects and will not encounter a conflicting phase stage during passing through the first non-safe area.

[0036] According to the first aspect of the present application, there is provided a fifth method for assisting pedestrians to safely pass through a road intersection according to the first aspect of the present application. A green progress bar that decreases non-uniformly within the second length range indicates to pedestrians entering the first non-safe area that they will not be identified as priority service objects. If they can catch up with pedestrians identified as priority service objects, they will not encounter a conflicting phase stage during passing through the first non-safe area. The shortening speed of the green progress bar gradually decreases, and each time it is shortened to r times the original remaining length to indicate the uncertain remaining time, where r = exp(ln(l / L) / (P - T)), 0 < r < 1, I is the unit length of the change in the length of the green progress bar, P is the average duration of the first phase stage in the most recent several rounds of traffic signal cycles, L is the length of the second length range; T is the length of the first time period.

[0037] According to a first aspect of this application, a sixth method for assisting pedestrians to safely cross a road intersection is provided, further comprising: in response to switching to a second phase phase of a traffic signal, displaying a green progress bar on a second display screen during a second time period starting from the current moment, identifying all second pedestrians entering a second unsafe area of ​​the road intersection during the second time period, recording all second pedestrians in a second set, and generating a phase conflict indication signal indicating the presence of pedestrians belonging to the second set within the second unsafe area; wherein during the second phase phase, a second traffic light associated with the second display screen indicates a green light, the green light representing permission for pedestrians to cross the road intersection via the second unsafe area; in response to the expiration of the second time period, displaying a green progress bar on the second display screen, and repeatedly detecting the... The system determines whether there are pedestrians belonging to the second set within the second unsafe area, and generates a phase conflict indication signal based on the latest detection results. Based on the information including the phase conflict indication signal, it selects the next phase phase to which the traffic signal at the road intersection should be switched and the switching time. When the phase conflict indication signal indicates that there are pedestrians belonging to the second set within the second unsafe area, the next phase phase is not a conflict phase phase belonging to the second unsafe area. During the conflict phase phase of the second unsafe area, traffic flow allowed to proceed through the road intersection passes through the second unsafe area. During the phase phase phase that is not a conflict phase phase belonging to the second unsafe area, traffic flow allowed to proceed through the road intersection does not pass through the second unsafe area.

[0038] According to a first aspect of this application, a seventh method for assisting pedestrians to safely cross a road intersection is provided, wherein an information processing device is deployed at the road intersection, the information processing device including an edge computer, a display screen, and an image acquisition device; the display screen includes a first display screen, and the display screen corresponds one-to-one with traffic lights deployed at the road intersection; the traffic lights at the road intersection are controlled by an intelligent transportation system.

[0039] According to a first aspect of this application, an eighth method for assisting pedestrians to safely cross a road intersection is provided, wherein the edge computer performs the following steps in response to switching to a first phase phase of a traffic signal: displaying a green progress bar on a first display screen during a first time period starting from the current moment; identifying all first pedestrians entering a first unsafe area of ​​the road intersection during the first time period; recording all first pedestrians in a first set; and generating a phase conflict indication signal indicating the presence of pedestrians belonging to the first set in the first unsafe area; displaying a green progress bar on the first display screen in response to the end of the first time period; repeatedly detecting whether pedestrians belonging to the first set exist in the first unsafe area; and generating a phase conflict indication signal indicating whether pedestrians belonging to the first set exist in the first unsafe area based on the latest detection result; and displaying a red progress bar on the first display screen in response to switching to a second phase phase of a traffic signal; wherein the intelligent transportation system control performs the following steps in response to selecting the next phase phase to which the traffic signal at the road intersection should be switched and the switching time based on information including the phase conflict indication signal.

[0040] According to a first aspect of this application, a ninth method for assisting pedestrians to safely cross a road intersection is provided, wherein the road intersection includes a plurality of unsafe zones; a phase conflict indication signal indicates whether each of the plurality of unsafe zones contains a pedestrian who is a priority passer; wherein each display screen corresponding one-to-one with traffic lights deployed at the road intersection indicates that a pedestrian entering the unsafe zone corresponding to that display screen during a green progress bar within a first length range is identified as a priority passer.

[0041] An information processing apparatus according to a second aspect of this application is provided, comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that, when the processor executes the program, it implements one of the methods for assisting pedestrians to safely cross a road intersection according to a first aspect of this application. Attached Figure Description

[0042] When read in conjunction with the accompanying drawings, and by referring to the following detailed description of illustrative embodiments, this application, its preferred modes of use, and further objects and advantages will be best understood, wherein the drawings include:

[0043] Figure 1 The phases of the traffic signal control system are shown;

[0044] Figure 2 The phase stages of the traffic signal control system are demonstrated.

[0045] Figure 3 This demonstrates another phase phase of the traffic signal control system;

[0046] Figure 4 A pedestrian access sensing device according to an embodiment of this application is shown;

[0047] Figure 5 It shows the pedestrian crossing area at a road intersection with crosswalks;

[0048] Figure 6 This demonstrates the unsafe areas and conflict phases at road intersections;

[0049] Figure 7 It shows several unsafe areas at road intersections;

[0050] Figure 8 A schematic diagram illustrating the deployment of a pedestrian access sensing device at a road intersection according to an embodiment of this application is shown.

[0051] Figure 9 This application demonstrates supplementary information about the green light displayed on a screen according to an embodiment of the present application;

[0052] Figure 10A A flowchart illustrating an embodiment of this application is shown;

[0053] Figure 10B A flowchart is shown according to yet another embodiment of this application;

[0054] Figure 10C A flowchart illustrating yet another embodiment of this application is shown; and

[0055] Figure 11A-11D Typical scenarios for implementing embodiments according to this application are illustrated. Detailed Implementation

[0056] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0057] Figure 4 A pedestrian access sensing device according to an embodiment of this application is shown.

[0058] According to the embodiments of this application, the pedestrian passage sensing device is, for example, an information processing device deployed at a road intersection, coupled with an intelligent transportation system, receiving the current phase of traffic signals provided by the intelligent transportation system, and providing the intelligent transportation system with, for example, Boolean quantities (denoted as b_1~b_4 and d_1~d_4).

[0059] Information processing devices include, for example, cameras, displays, and edge computers. Cameras identify the presence of pedestrians within a designated area and distinguish individual pedestrians by capturing images of road intersections. Optionally, the information processing devices utilize other types or principles of sensors to identify pedestrians and distinguish individual pedestrians.

[0060] The display screen provides pedestrians with additional information about the traffic light signals at the current intersection, such as information about the remaining green light duration. It should be noted that the display screen of the information processing device according to embodiments of this application is not a replacement for traffic lights, but rather a supplement to the traffic control signals conveyed by traffic lights, thus allowing the information processing device to be deployed alongside traffic lights at road intersections. In addition to providing visual information via the display screen, the information processing device may optionally provide auditory information to pedestrians via a speaker to convey additional information about the traffic light signals at the current intersection.

[0061] The edge computer of the information processing device receives images captured by a camera to identify pedestrians within a designated area of ​​a road intersection and distinguish individual pedestrians. The edge computer also, for example, controls the content displayed on a screen and, optionally, the audio played by a speaker. The edge computer also interacts with an intelligent transportation system, receiving the current phase of traffic signals provided by the system and providing the system with, for example, Boolean quantities.

[0062] Understandably, the information processing device is not intended to replace traffic lights, nor is it used to control the signal state of traffic lights. Traffic lights are controlled by the intelligent transportation system based on phase phases. The information processing device in this application embodiment can work collaboratively with existing intelligent transportation systems and future intelligent transportation systems. The current phase phase received by the information processing device is also the current phase phase used by the intelligent transportation system to control the traffic lights.

[0063] Alternatively, multiple [locations] can be deployed at road intersections. Figure 4 The information processing devices shown are for one or more pedestrian crossing areas at an intersection, or each information processing device corresponds to a traffic light. When multiple traffic lights are used at a road intersection to provide traffic signals to pedestrians in different areas, the information processing devices according to the embodiments of this application correspond one-to-one with the traffic lights.

[0064] Alternatively, a single information processing device can be deployed at the road intersection. This device includes multiple cameras and multiple displays. The multiple cameras capture images of different areas of the road intersection to distinguish pedestrians from different directions / locations. The multiple displays are located at different positions within the road intersection, corresponding one-to-one with the multiple traffic lights at the intersection, to provide additional indications for their respective traffic lights.

[0065] Unsafe area

[0066] Figure 5 It shows the pedestrian crossing area at a road intersection with crosswalks.

[0067] See Figure 5 Taking the zebra crossing located on the south side of the intersection in an east-west direction as an example, the pedestrian crossing area of ​​the road intersection is divided into five areas: A, B, C, D, and E.

[0068] Areas A and E are waiting areas on both sides of the road, where pedestrians wait to cross the intersection during red lights; these are considered safe areas. Area C is the safety island in the center of the road; some narrower intersections do not have a safety island, so the area of ​​area C is approximately zero. Areas B and D are "unsafe areas" between the sides of the road and the safe area in the center; pedestrians may need to compete with vehicles for right-of-way when crossing in these areas.

[0069] At different phases, if there are pedestrians in unsafe areas, conflicts may occur, causing danger.

[0070] Figure 6 It illustrates the unsafe zone and the conflict phase.

[0071] See Figure 6 Regions B and D are, for example Figure 5 Regions B and D.

[0072] If there are pedestrians in area B, in phases 8 and 11 (see also...) Figure 1 (Phase 8 represents traffic entering the intersection from the east and turning left, while phase 11 represents traffic entering the intersection from the north and going straight.) Conflicts may occur when allowing traffic to pass through these phases. For intersections using the above 8-phase 4-stage scheme, if there are pedestrians in area B, switching to phases 2 and 3 should be avoided. Similarly, if there are pedestrians in area D, switching to phases 3 and 4 should be avoided.

[0073] For ease of description, phases 8 and 11 are referred to as conflict phases of region B, and phases 2 and 3 are referred to as conflict phase phases of region B in the following application.

[0074] See Figure 7 Taking a crossroads as an example, it contains 8 unsafe zones, which are designated as B_1, B_2, B_3, B_4, D_1, D_2, D_3 and D_4 respectively.

[0075] Theoretically, if a pedestrian is present in an unsafe area, the intelligent transportation system should avoid switching the traffic signal to the conflict phase phase of that unsafe area as much as possible. The table below shows the conflict phase and conflict phase phase corresponding to the presence of pedestrians in each unsafe area, with examples of unsafe areas provided by [examples of unsafe areas]. Figure 7 Provided, examples of phases are provided by Figure 1 Examples of phase phases are provided by Figure 2 supply.

[0076]

[0077] Traditional intelligent transportation systems often employ complex algorithms for decision-making. However, in practice, intersections may see a constant flow of pedestrians, making it impossible to completely avoid conflicts. Furthermore, these systems can significantly delay phase transitions, impacting the overall traffic efficiency of intersections. Additionally, because the general public does not understand the principles behind these algorithms or the patterns of traffic light changes, they are unable to proactively adjust their behavior to cooperate with traffic activities, further hindering traffic efficiency improvements.

[0078] In simple terms, traditional intelligent transportation systems use algorithms to probabilistically avoid conflicts. The approach of this application, however, is to provide deterministic conflict avoidance services to a select group with "priority" access, and to inform all traffic participants (including both priority and non-priority groups) through a mechanism that encourages them to proactively adjust their behavior to join the "priority" group. This transforms intelligent transportation from a top-down, unidirectional control mechanism into an interactive one, thereby improving traffic efficiency.

[0079] Figure 8 A schematic diagram illustrating the deployment of a pedestrian access sensing device at a road intersection according to an embodiment of this application is shown.

[0080] Information processing devices used as pedestrian access sensors include edge computers, cameras, and displays (see also...) Figure 4 ).exist Figure 8 In this example, the information processing equipment at the road intersection includes a single edge computer, cameras, and multiple displays. Traffic lights (e.g., traffic light 821) are deployed at the road intersection. Figure 8 The traffic lights shown are used to provide traffic signals to vehicular traffic. Traffic lights (not shown) for pedestrians are also deployed at road intersections. Optionally, the pedestrian traffic lights are deployed in a one-to-one correspondence with the display screen, so that the display screen provides supplementary indications for the corresponding traffic lights.

[0081] Intelligent Transportation Systems (ITS) control the switching of phase phases at road intersections, including determining the duration of the current phase and the next phase to switch to. Based on the phase phase selected by the ITS, the state of each traffic light (red, yellow, green) is controlled. The ITS can be a computer deployed at the road intersection, operating using existing or future phase phase control strategies. Alternatively, the ITS can take other forms, such as cloud services, providing the phase phases to be switched to each traffic light and edge computer via a network.

[0082] Figure 8 The diagram also shows unsafe zones B_4 and D_4 located on the west side of the road intersection, and a display screen 811 that, under the control of an edge computer, provides supplementary instructions on traffic signals to pedestrians wishing to cross the intersection from south to north on the west side of the road intersection.

[0083] According to an embodiment of this application, a camera captures images of a road intersection and provides them to an edge computer, which then identifies pedestrians crossing the intersection and their locations from the images.

[0084] Parameter T

[0085] The parameter T divides the phase phase into two parts: the first part is the first T (seconds) of time before the start of the switch to that phase phase, and the second part is the remaining time of that phase phase. It can be understood that the overall duration of a phase phase depends on the phase phase switching strategy of the intelligent transportation system. The duration of each phase phase does not need to be the same, nor does the duration of corresponding phase phases between different phase cycles; the duration of a phase phase is variable.

[0086] At a road intersection, parameter T can have one or more instances. Figure 8 In the example, there is one zebra crossing in each of the four cardinal directions (only one is shown) for pedestrians to cross the road. Therefore, four instances of parameter T are provided, denoted as T_1, T_2, T_3 and T_4, which are used to manage pedestrians crossing each zebra crossing.

[0087] Optionally, in Figure 8 In the example, for each zebra crossing at a road intersection, pedestrians can cross the intersection from two directions, and eight instances of parameter T are provided accordingly to manage pedestrians crossing each zebra crossing and in each direction.

[0088] Alternatively, a single parameter T can be used to manage pedestrians crossing each direction of traffic at a road intersection.

[0089] For example, some wider roads, in one direction (e.g., Figure 8Multiple pedestrian traffic lights (from south to north) are provided to guide pedestrians across the intersection using more than one signal cycle. For example, in one signal phase, pedestrians enter the intersection from south to north and cross the unsafe zone D_4 to enter the safety island, and in another signal phase, pedestrians cross the unsafe zone B_4 from the safety island to reach the north side of the intersection. In this case, two instances of parameter T are provided to assist pedestrians in crossing at each signal phase. It can be understood that other instances of parameter T are provided for other pedestrian directions across the intersection in this example.

[0090] Generally, the number of instances of parameter T is the same as the number of traffic lights used to guide pedestrians across the intersection, and they correspond one-to-one. If multiple pedestrian signal lights are used in a certain direction, each independently controllable passage area can provide a set of instances of parameter T. In the example where pedestrians cross the intersection through multiple signal stages, multiple traffic lights provide traffic signals to pedestrians in different locations (for example, one traffic light provides a traffic signal for pedestrians crossing unsafe zone D_4, while another traffic light provides a traffic signal for pedestrians crossing unsafe zone B_4), so the instances of parameter T still correspond one-to-one with the traffic lights.

[0091] According to embodiments of this application, a parameter T is provided to distinguish "priority crossing objects" from pedestrians wishing to cross the intersection. T is generally set to a value not less than "the time required for pedestrians accumulating during a red light cycle to move from the safe zone to the unsafe zone." For example, in a traffic light's corresponding direction of travel, if 10 people are waiting to cross during a red light, then T is selected to ensure that these 10 people have sufficient time to enter the adjacent unsafe zone after the traffic light turns green. Figure 8 In the example, one instance of parameter T is used to ensure that pedestrians waiting for the red light to cross from south to north on the west side of the road intersection can enter the unsafe area D_4. Therefore, instances of parameter T can take fixed or variable values.

[0092] The intended use of pedestrians waiting to cross during a red light cycle, as well as those who can reach the intersection within a "short time" after the light turns green, is to designate them as "priority crossing subjects" according to the embodiments of this application. The advantage of this is that pedestrians arriving at the intersection will automatically become priority crossing subjects once they enter the intersection on the next green light, and will enjoy the services provided by the embodiments to help them safely cross the intersection. Therefore, the selection of the T value is related to the number of pedestrians waiting to cross within the safe area. When the number of pedestrians waiting to cross is large, the T value should be increased to give them sufficient time to enter the crossing area; when the number of pedestrians waiting to cross is small, the T value can be decreased to improve traffic efficiency.

[0093] A preferred approach is to update T at regular intervals during system operation, but this should be determined before the corresponding traffic direction is allowed to proceed and remain fixed during the traffic flow. For example, the value of T could be the average of the time required for all pedestrians waiting to cross from the safe zone to the unsafe zone accumulated during a single red light cycle in the most recent rounds. Alternatively, the time required for all pedestrians waiting to cross at the four corners of the intersection and on the safety islands could be estimated, and the maximum value taken. It is still understood that the values ​​of different instances of parameter T can vary, and are determined based on the pedestrian traffic direction and / or the number of pedestrians waiting to cross accumulated on each road segment.

[0094] Set S

[0095] According to an embodiment of this application, a corresponding set S is provided for parameter T. Set S records pedestrians identified as "priority service objects" according to an embodiment of this application. Starting from the moment the corresponding direction of traffic is allowed (the traffic light switches from red to green), pedestrians who have appeared in the corresponding unsafe area within the previous T (seconds) are considered "priority passage objects" and added to set S.

[0096] The set S corresponds one-to-one with instances of parameter T. For example, for the four pedestrian crossing directions (east, west, south, and north) at an intersection, four instances of parameter T (T_1 to T_4) are provided, along with priority crossing object sets S_1 to S_4 corresponding to T_1 to T_4 respectively. If multiple pedestrian traffic lights are used for a certain direction, a set of T and S can be set for each independently controllable crossing area.

[0097] According to embodiments of this application, the elements of set S are identified pedestrian individuals belonging to the "priority crossing group." Each individual is independently identified, enabling the edge computer to determine whether a pedestrian appearing at an intersection belongs to the same individual as an element of set S. In one example, the edge computer distinguishes each individual based on the biometric features of the elements of set S. In another example, the edge computer tracks the individuals represented by the elements of set S to know the location of each individual at the intersection or whether they have crossed the intersection at different times.

[0098] During the duration of one phase phase, elements in the set S corresponding to traffic lights in a green state are only added, not removed. During this time, even if pedestrians enter and then leave the unsafe area, they are still recorded in set S. At the end of the phase phase, the corresponding set S is cleared.

[0099] In an optional implementation, a pedestrian crossing direction at a road intersection includes a safety island. Pedestrians can cross this direction using multiple phase phases (entering the safety island from one side of the road in the previous phase phase and entering the other side of the road from the safety island in the next phase phase), with a single traffic light indicating the pedestrian crossing direction. During the duration of one phase phase, a set S is generated based on pedestrians entering the unsafe area from one side of the road. During the duration of that phase phase, some pedestrians in set S enter the safety island, while others move faster and enter the other side of the road. Next, in response to a phase phase switch, set S is updated, and the other group of pedestrians who have entered the other side of the road are removed from set S, while pedestrians who entered the safety island remain in set S. At the start of the next phase phase, set S is non-empty, and subsequent pedestrians entering the unsafe area from that side of the road are added to set S; while existing pedestrians in set S are removed from set S after reaching the other side of the road.

[0100] In a further embodiment, the elements in set S are pedestrians who "newly" appear in the unsafe area corresponding to set S within the first T seconds after the start of a certain phase phase, excluding pedestrians who were already in the corresponding unsafe area before the start of that phase phase (red light phase). This is because these pedestrians may be road maintenance personnel, traffic police, misidentified individuals, or people who do not wish to cross the intersection.

[0101] Optionally or further, pedestrians who enter the unsafe area from the corresponding direction of set S within the first T seconds after the start of a certain phase phase are identified as "new" pedestrians appearing in the unsafe area corresponding to set S.

[0102] Pedestrians who first enter the unsafe area after the start of a certain phase phase are not added to set S. These pedestrians are not considered "priority service targets".

[0103] As an example, see again Figure 8 Display screen 811 is used to provide guidance for pedestrians crossing the intersection from south to north and from north to south on the west side of the intersection. Instances of parameter T, T1, and the corresponding set S1 correspond to display screen 811. During a certain phase, when pedestrians are crossing in the direction indicated by display screen 811, set S1 records pedestrians who, within the first T1 seconds after the start of that phase, first enter safety zone D-4 or safety zone B_4 from south to north or from north to south on the west side of the intersection, regardless of other unsafe zones at the intersection.

[0104] As another example, display screen 811 is used to provide guidance for pedestrians crossing the intersection from south to north on the west side of the road intersection. Display screen 812 is used to provide guidance for pedestrians crossing the intersection from north to south on the west side of the road intersection. Instance T1 of parameter T and its corresponding set S1 correspond to display screen 811. Instance T2 of parameter T and its corresponding set S2 correspond to display screen 812. During a certain phase phase, when pedestrians are crossing in the direction indicated by display screen 811, set S1 records pedestrians who, within the first T1 seconds after the start of that phase phase, first enter safety zone D-4 or safety zone B_4 from south to north on the west side of the intersection; while when pedestrians are crossing in the direction indicated by display screen 812, set S2 records pedestrians who, within the first T2 seconds after the start of that phase phase, first enter safety zone D-4 or safety zone B_4 from north to south on the west side of the intersection.

[0105] According to embodiments of this application, the edge computer outputs Boolean values ​​to the intelligent transportation system. These Boolean values, for example, correspond one-to-one with safe zones. Figure 7 In the example, the road intersection has 8 safety zones, providing the intelligent transportation system with a set of 8 Boolean values ​​(denoted as b1~b4 and d1~d4, corresponding to one of the 8 non-safe zones B_1~B_4 and D_1~D_4, respectively). Each Boolean value represents whether there are pedestrians belonging to the "priority crossing group" within its corresponding safety zone. In the example where displays 811 and 812 operate simultaneously, there are sets S1 and S2 that are related to non-safe zones B_4 / D_4. When generating Boolean values ​​b_4 and d_4, it is necessary to consider whether there are pedestrians belonging to either set S1 or set S2 in non-safe zone B_4, and whether there are pedestrians belonging to either set S1 or set S2 in non-safe zone D_4. For example, a Boolean value that is true indicates that there are pedestrians belonging to the "priority crossing group" within its corresponding safety zone.

[0106] Furthermore, in the first T seconds after the start of a certain phase phase, the edge computer either does not output any Boolean values ​​to the intelligent transportation system, or outputs all true Boolean values, to inform the intelligent transportation system to avoid switching to that phase phase. After the first T seconds of a certain phase phase, the edge computer outputs Boolean values ​​to the intelligent transportation system. The value of each Boolean value represents whether there are pedestrians belonging to the "priority crossing object" within the corresponding safe area, to inform the intelligent transportation system that there is currently a non-safe area with "priority crossing objects." Therefore, even if a phase switch is necessary, the selected next phase should not conflict with the currently existing non-safe area with "priority crossing objects."

[0107] Intelligent transportation systems may not switch phases in a fixed order, or they may dynamically combine multiple phases to form a phase phase. In conjunction with the embodiments of this application, the intelligent transportation system can exclude phases that conflict with unsafe areas where "priority traffic objects" are located when combining phases, thereby combining safer candidate phase phases, and selecting the phase phase with the highest traffic efficiency from the candidate phase phases for switching.

[0108] The intelligent transportation system that interfaces with the embodiments of this application should adopt the following strategy to control the phase phase of the traffic lights: when there is a priority object in a certain unsafe area, the conflict phase of that area should not be allowed to pass, and the switching to the conflict phase phase of that area should not be allowed.

[0109] For example, the table below shows traffic signal schemes in the "8-phase 4-phase phase" (see also...) Figure 2 In this context, Boolean values ​​represent each unsafe zone and their corresponding conflicting phases / phase stages. When the intelligent transportation system receives a Boolean value, it will not select the next phase stage as one that conflicts with any Boolean value that is true.

[0110]

[0111] Existing intelligent transportation systems can also interface with the embodiments of this application without changing their inherent scheduling strategies. That is, when there is a priority passage object in a non-safe area, if the original scheduling strategy's decision is to switch to a phase stage that conflicts with that area, then this decision is ignored (keeping the current phase stage unchanged). When using this approach, the possible cost is that it will extend the clearance time of the current phase stage, but it can improve the safety of pedestrian passage.

[0112] According to embodiments of this application, pedestrians entering a road intersection within a single green light period are categorized into "priority pedestrians" and non-priority pedestrians. Priority pedestrians prevent the current green light from turning red before leaving the unsafe area, ensuring they can safely cross the intersection during the current green light time while maintaining overall traffic efficiency. Furthermore, non-priority pedestrians are provided with guidance on how to safely cross the intersection. This is achieved through a display screen informing pedestrians that they are not priority pedestrians, and through guidance provided by priority pedestrians within the intersection. Since priority pedestrians can safely cross, non-priority pedestrians can catch up with them within the green light time and cross the intersection safely together. Moreover, priority pedestrians can influence the phase switching strategy of the intelligent transportation system in real time through their actions, proactively assisting non-priority pedestrians in crossing the intersection. For example, a vehicle with "priority" can proactively slow down or stop while crossing an intersection, waiting for a non-priority vehicle to catch up. This ensures the non-priority vehicle is in the same position within the intersection, leveraging the intelligent transportation system's feature that ensures the traffic light phase doesn't change before the vehicle leaves the unsafe area, thus guiding the non-priority vehicle across the intersection. This is particularly useful when assisting elderly people or other vulnerable groups to cross the road.

[0113] To prevent traffic congestion caused by Boolean values ​​indicating the presence of priority vehicles in unsafe areas for extended periods due to extreme circumstances such as camera malfunction or pedestrian misidentification, a further optional embodiment sets a maximum green light duration Tmax. After the green light duration exceeds Tmax, the Boolean values ​​corresponding to the currently green-lighted unsafe areas on the edge computer are set to indicate that no priority vehicles exist within those areas. This allows the intelligent transportation system to implement phase switching for the currently green-light areas.

[0114] According to embodiments of this application, supplementary information about the traffic lights is also provided to pedestrians through the display screen of a pedestrian crossing sensing device associated with the traffic lights. This helps pedestrians understand whether they are among the "priority crossing subjects" and helps them estimate whether they can safely cross the intersection. Thus, pedestrians can adjust their choices when crossing the intersection, such as choosing to cross normally, cross quickly, or wait for the green light of the next signal cycle before crossing.

[0115] Figure 9 This application demonstrates supplementary information about the green light displayed on a screen according to an embodiment of the present application.

[0116] exist Figure 9In this example, the display screen operates in a manner similar to a "progress bar" during the green light period. It is rectangular in shape and displays green to indicate to pedestrians the meaning of "green light." The display area comprises two visually distinguishable parts, for example, made of... Figure 9 The left and right parts are separated by the dividing line.

[0117] After the traffic light corresponding to the display screen turns green (recorded as 0 seconds after the green light), the entire display screen will turn green to indicate to pedestrians that they can cross.

[0118] Within 0 to T seconds after the corresponding indicator light on the display screen turns green, the green area of ​​the display screen ( Figure 9 The length of the green light (represented by a horizontal shading line) decreases uniformly over time, indicating the remaining time of the green light to the user in a progress bar-like manner. When the green area on the display includes all areas to the right of the dividing line and part of the area to the left of the dividing line, it indicates to pedestrians that they are currently within 0 to T seconds after the start of the current green light cycle. Pedestrians entering the intersection (non-safe zone) during this time will be identified as "priority pedestrians," and the traffic light will remain unchanged until these "priority pedestrians" leave the non-safe zone. The display also indicates to pedestrians how much time is left until T seconds after the start of the green light (i.e., the time it takes for the progress bar to shorten to the dividing line position) by the uniformly decreasing length of the green area. Pedestrians use this time to judge whether they have enough time to enter the non-safe zone and become "priority pedestrians." If a pedestrian is far from the intersection (or the non-safe zone of the intersection) at this time, they may choose to wait for the next green light cycle before entering the intersection because they judge that they cannot become "priority pedestrians." He can also choose to speed up to enter the intersection (unsafe zone) before the progress bar shrinks to the dividing line, thus making himself the "priority passer".

[0119] After T seconds have passed since the indicator light on the display screen turns green, the green area on the display screen ( Figure 9 The green light (represented by a grid-like shaded line) shortens to the right of the dividing line, indicating to pedestrians that they are currently in the intersection (outside the safe zone) after T seconds since the start of the current green light cycle. Pedestrians entering the intersection at this point will not be considered "priority pedestrians." Based on this, pedestrians can choose to either quickly move and catch up with other "priority pedestrians" to ensure their safe passage across the intersection, or wait for the next green light cycle before entering. The length of the green area on the display provides a predicted remaining time of the current green light, thus helping pedestrians make their choice.

[0120] According to an embodiment of the present application, when the green area of the display screen is on the left side of the dividing line, the shortening speed of the green area is uniform, so as to clearly indicate the time T to pedestrians, and the remaining time length after T seconds from the start of the current green light cycle. When the green area of the display screen is on the right side of the dividing line, the shortening speed of the green area is non-uniform because the remaining time length of the current green light cycle cannot be accurately known (it is not known when the red light will turn on). This is because the start time of the next red light depends on the time when the current "priority traffic object" completely leaves the non-safe area. Only when the current "priority traffic object" completely leaves the non-safe area, the intelligent transportation system will instruct the corresponding signal light to switch to the phase stage, and then the signal light turns red. Further, although the remaining time length of the current green light cycle cannot be accurately known, when the green area (progress bar) of the display screen is on the right side of the dividing line, it still indicates the estimated remaining green light time to pedestrians by shortening with time. For example, the current green light cycle time length is estimated based on the green light cycle length in a previous period of time. Optionally, when the progress bar of the green area of the display screen is on the right side of the dividing line, the display screen also flashes to prompt pedestrians that they cannot become "priority traffic objects" when entering the intersection at present, and the green light cycle is about to end.

[0121] In an optional embodiment, the display screen provides the minimum scale of the green area so that when the length of the progress bar is shortened to the limit, there is still a part of the display screen area that can indicate green to pedestrians to represent that the signal light is still in the green state at present. After the T-th second after the green light (before the signal light switches to red), the progress bar of the green area of the display screen gradually drops from the dividing line to the minimum scale. During this period, the progress bar of the green area of the display screen keeps dropping, but the dropping speed gradually slows down (for example, every 1 second, the "remaining progress" becomes r times of the original "remaining progress", 0 < r < 1) to display the uncertain remaining green light time. When the length of the progress bar of the green area of the display screen is reduced to the minimum scale, if the current green light cycle of the signal light has not ended, the length of the progress bar of the green area of the display screen remains at the minimum scale, and the screen flashes. Optionally, since the reduction of the length of the progress bar of the green area of the display screen is based on the estimation of the current green light cycle time length, the estimated value may be less than the actual current green light cycle length. At this time, when the current green light cycle of the signal light ends, the progress bar of the green area has not been reduced to the minimum scale, then the progress bar will quickly drop to the minimum scale within 0.5 seconds and then enter the red state to be consistent with the indication of the corresponding signal light.

[0122] The setting of the r parameter can be adjusted according to the duration of this phase in recent multiple signal cycles. The length of the right area of the dividing line of the display screen is L, the minimum scale shown by the progress bar is l, and the average duration of this phase in recent multiple signal cycles is P (seconds). Then the following equation can be obtained:

[0123] L * r^(P - T) = l;

[0124] Solving for r gives r = exp(ln(l / L) / (P - T)).

[0125] After switching to the phase stage (the signal light corresponding to the display screen turns red) or after an additional 0.5 seconds, the display screen switches to an overall red display state. Optionally, during the red light of the signal light, the length of the progress bar in the red area of the display screen continues to decrease, but the rate of decrease gradually slows down (refer to the change pattern after the T-th second of the green light). Since the duration of the red light of the signal light may be uncertain, during this period, the progress bar in the red area of the display screen continues to decrease, but the rate of decrease gradually slows down (for example, every 1 second, the "remaining progress" becomes r times the original "remaining progress", 0 < r < 1) to display the uncertain remaining red light time. When the length of the progress bar in the red area of the display screen decreases to the minimum scale, if the current red light cycle of the signal light has not ended, the length of the progress bar in the red area of the display screen remains at the minimum scale and the screen flashes. If the current red light cycle of the signal light ends and the progress bar in the red area has not decreased to the minimum scale, the progress bar will quickly drop to the minimum scale within 0.5 seconds and then enter the green light state to be consistent with the indication of the corresponding signal light.

[0126] It should be noted that according to the embodiments of the present application, it is ensured that the priority passage objects entering the non-safe passage area within the first T time can safely pass through the road intersection. Pedestrians entering the non-safe area after T time do not affect the phase switching scheduling decision of the intelligent transportation system, but pedestrians who do not belong to the "priority passage objects" can still judge whether they can pass through the intersection based on the speed at which the progress bar on the display screen decreases.

[0127] Furthermore, at intersections using multiple pedestrian signal lights, multiple display screens corresponding one-to-one with the signal lights are also used. Each display screen shows supplementary information about the signal light in the manner provided by the above embodiments.

[0128] Figure 10A Shows a flowchart according to an embodiment of the present application.

[0129] According to an embodiment of the present application, the intelligent transportation system controls the phase stage switching of the signal lights at the road intersection. The edge computer of the pedestrian passage sensing device interacts with the intelligent transportation system and controls the display screen to provide supplementary instructions for pedestrians about the signal lights.

[0130] As an example, signal light A is a certain pedestrian signal light at the road intersection, which is used to provide red or green light indications to pedestrians in the area or direction corresponding to signal light A to inform pedestrians of the current phase. Figure 10AIn this context, the display screen, parameter T, and set S all correspond to traffic light A. Other traffic lights may be deployed at the road intersection where traffic light A is located, and other parameters T and sets S may be associated with these other traffic lights. Figure 10A The processing flow shown does not involve these other traffic lights, other parameters T, and other sets S.

[0131] The intelligent transportation system instructs traffic light A to switch to the next traffic signal phase (e.g., enter the green light phase) according to its own signal phase scheduling strategy. The intelligent transportation system also provides the same or similar instructions to traffic light A to an edge computer, enabling the edge computer to be aware of the phase switch and that traffic light A will indicate a green light.

[0132] The intelligent transportation system (ITS) selects the next phase phase to switch to based on its own signal phase scheduling strategy. During this process, the ITS receives Boolean values ​​from the edge computer, indicating whether the ITS should avoid switching to a conflicting phase phase. For example, during some time periods, the edge computer does not output any Boolean values; the ITS interprets this state as a situation where switching to any phase phase is not prevented. Similarly, during some time periods, all Boolean values ​​indicate that switching to a conflicting phase phase is not necessary; the ITS interprets this state as a situation where switching to any phase phase is not prevented. Again, as an example, during some time periods, one or more Boolean values ​​output by the edge computer indicate that switching to a conflicting phase phase should be avoided (e.g., avoiding switching to a conflicting phase phase that conflicts with the unsafe area corresponding to signal light A); the ITS avoids selecting such a conflicting phase phase when choosing the next phase phase to switch to.

[0133] After selecting the next phase phase to switch to, the intelligent transportation system indicates that the current traffic signal phase of traffic light A has ended, and traffic light A will next indicate a red light.

[0134] The intelligent transportation system repeatedly executes the demonstrated processing flow. When selecting the next phase to switch to, the intelligent transportation system does not need to maintain a fixed duration for each phase, but rather selects the appropriate timing for switching phases based on the traffic conditions at the road intersection.

[0135] Continue reading Figure 10A This demonstrates the processing flow implemented by the edge computer for the passage area corresponding to traffic light A.

[0136] The edge computer, in response to receiving an instruction from the intelligent transportation system that traffic light A will switch to the next traffic signal phase (green light), starts timing from the instant traffic light A turns green (or the instant the instruction to turn green is received). It also checks the current state of the indicator screen corresponding to traffic light A. If the indicator screen for traffic light A is displaying red and the progress bar has not yet shortened to its minimum scale, it quickly shortens the progress bar in the red area to its minimum scale within, for example, 0.5 seconds, and then the display changes to a green indicator. Otherwise, the display directly shows the green indicator, and the progress bar is at its maximum length.

[0137] From the moment traffic light A switches to green until the next T seconds (when the timer value is less than T seconds), the edge computer uses images captured by a camera to identify and track pedestrians who have appeared in the unsafe area corresponding to traffic light A, adding these pedestrians (identified by their identifiers) to set S, representing them as "priority pedestrians" during this green light period of traffic light A. During this period, regardless of whether there are pedestrians in the unsafe areas corresponding to traffic light A, the edge computer sets the Boolean values ​​corresponding to each unsafe area of ​​traffic light A to, for example, true (indicating that a conflict phase phase should be avoided if switching to the unsafe area corresponding to traffic light A is not possible). The edge computer also controls the progress bar of the green area on the display screen corresponding to traffic light A to shorten uniformly from full progress, and shortens the progress bar to the dividing line when the green light starts T seconds after switching from traffic light A. During this period, the supplementary information provided to pedestrians by the display screen corresponding to traffic light A includes: (1) the progress bar length indicating the remaining time of time period T; (2) it is safe to enter the unsafe area, and pedestrians entering the unsafe area will be classified as "priority pedestrians". The intelligent transportation system should maintain the current phase phase unchanged during this period.

[0138] After traffic light A switches to the intersection for T seconds (the timer value is greater than T seconds), the edge computer locks set S to remain unchanged (neither adding new elements to set S nor deleting any elements). During this period, steps 1010 and 1020 are repeatedly executed (see also...). Figure 10AThe edge computer continuously tracks pedestrians within set S, periodically updating the Boolean values ​​corresponding to each unsafe area based on their positions (e.g., every 500ms). In step 1010, the edge computer identifies whether an individual pedestrian belonging to set S exists within the unsafe area corresponding to traffic light A. In step 1020, when a pedestrian belonging to set S exists in the unsafe area corresponding to traffic light A, the corresponding Boolean value (also known as the phase conflict indicator signal) is set to true; otherwise, it is set to false. During this period, the edge computer controls the indicator screen corresponding to traffic light A to flash green, decreasing non-uniformly from the dividing line to the minimum scale. If the green progress bar on the display screen has decreased to the minimum scale, it remains flashing at the minimum scale. During this period, the supplementary information provided to pedestrians by the display screen corresponding to traffic light A includes: (1) the estimated remaining time of the current green light (indicated by the decreasing progress bar). The estimate of the remaining time is uncertain. The initial value of the remaining time is the predicted time length from the next phase transition of traffic light A; (2) entering an unsafe area, safety is not guaranteed (if the pedestrian can catch up with individuals of set S to achieve safety, or it is not recommended to enter the intersection).

[0139] During this period, the intelligent transportation system can poll the Boolean values ​​corresponding to each traffic area (including the Boolean values ​​of the unsafe area corresponding to traffic light A). Based on the Boolean values, it eliminates phases (or phase stages) that may conflict with the unsafe areas corresponding to Boolean values ​​that are true. When selecting the next phase stage to switch to, it eliminates conflicting phase stages and selects the best one from the remaining candidate phase stages. Note that because pedestrian positions change constantly, conflicting phase stages and candidate phase stages also change constantly, requiring the intelligent transportation system to poll the Boolean values ​​and switch phase stages as appropriate.

[0140] When the intelligent traffic information selects the next phase, and this next phase affects traffic light A, requiring traffic light A to turn red, the intelligent traffic system instructs traffic light A to end its current phase (to turn red). Based on this instruction, the edge computer clears set S. The Boolean values ​​corresponding to each unsafe area of ​​traffic light A are set to false. The camera and pedestrian recognition processes corresponding to this area can enter standby mode. If, at this time, the green progress bar on the display screen corresponding to traffic light A has not yet shortened to its minimum scale, the edge computer also controls the display screen to shorten the green progress bar to its minimum scale within, for example, 0.5 seconds, and randomly change it to a red progress bar with the maximum length; otherwise, the edge computer controls the display screen to directly change to a red progress bar with the maximum length.

[0141] Figure 10B A flowchart is shown according to yet another embodiment of this application.

[0142] exist Figure 10BIn this example, multiple traffic lights are deployed at the road intersection (e.g., traffic light A, traffic light B, and others). The pedestrian crossing sensing device includes multiple edge computers, each corresponding to one of the traffic lights. The pedestrian crossing sensing device also includes displays that correspond one-to-one with each traffic light.

[0143] Intelligent transportation systems control the state of traffic lights by controlling phase transitions. The intelligent transportation system also provides traffic light instructions to the corresponding edge computers. The intelligent transportation system can independently control the state of each traffic light, and the edge computers corresponding to each traffic light also execute their functions independently. Figure 10B The processing flow is shown. It also provides instances T_A and a set S_A corresponding to parameter T for traffic light A, and instances T_B and a set S_B corresponding to parameter T for traffic light B.

[0144] and Figure 10A The demonstrated processing flow is similar: the intelligent transportation system selects the next phase phase and determines the appropriate switching timing based on a specified phase phase switching strategy. According to the selected next phase phase and switching timing, the intelligent transportation system instructs the traffic lights in the direction to be granted green light (e.g., traffic light A and traffic light B) to switch to green. Optionally, even if traffic lights A and B belong to the same phase phase, the intelligent transportation system can independently provide instructions to traffic lights A and B (and their corresponding edge computers) to switch to green light. When switching to the next phase phase, the intelligent transportation system also instructs several traffic lights to enter red light mode.

[0145] The edge computer corresponding to traffic light A, in response to receiving an instruction from the intelligent transportation system that traffic light A has switched to green, starts timing from the moment traffic light A turns green. It also changes the display screen corresponding to traffic light A to indicate a green state, and sets the progress bar to its maximum length.

[0146] From the moment traffic light A switches to green until the next T_A seconds (when the timer value is less than T_A seconds), the edge computer uses images captured by a camera to identify and track pedestrians who have appeared in the unsafe area corresponding to traffic light A, adding these pedestrians' (identifications) to set S_A. The edge computer also controls the progress bar of the green area on the display screen corresponding to traffic light A to shorten uniformly from full progress, and shortens the progress bar to the dividing line at T_A seconds after the switch from traffic light A to green.

[0147] After traffic light A switches to the intersection for T_A seconds (the timer value is greater than T_A seconds), the edge computer corresponding to traffic light A locks onto set S_A, which remains unchanged. During this period, the edge computer continuously tracks pedestrians within set S_A, updating the Boolean values ​​corresponding to each unsafe area of ​​traffic light A based on their positions. The edge computer identifies whether an individual pedestrian belonging to set S_A exists within the unsafe area corresponding to traffic light A. When a pedestrian belonging to set S_A exists within the unsafe area corresponding to traffic light A, the corresponding Boolean value (also known as the phase conflict indication signal) is set to true; otherwise, it is set to false. During this period, the edge computer controls the indicator screen corresponding to traffic light A to flash green, decreasing non-uniformly from the dividing line to the smallest scale.

[0148] The edge computer corresponding to traffic light B, in response to receiving an instruction from the intelligent transportation system that traffic light B has switched to green, starts timing from the moment traffic light B turns green. It also changes the display screen corresponding to traffic light B to indicate a green state, and sets the progress bar to its maximum length.

[0149] From the moment traffic light B switches to green until the next T_B seconds (the timer value is less than T_B seconds) (T_B and T_A values ​​do not need to be the same), the edge computer uses images captured by a camera to identify and track pedestrians who have appeared in the unsafe area corresponding to traffic light B, adding these pedestrians' (identifications) to set S_B. The edge computer also controls the progress bar of the green area on the display screen corresponding to traffic light B to shorten uniformly from full progress, and shortens the progress bar to the dividing line at T_B seconds after the switch from traffic light B to green.

[0150] After traffic light B switches to the intersection for T_B seconds (the timer value is greater than T_B seconds), the edge computer corresponding to traffic light B locks the set S_B, which remains unchanged. During this period, the edge computer continuously tracks pedestrians within set S_B, updating the Boolean values ​​corresponding to each unsafe area of ​​traffic light A based on their positions. The edge computer identifies whether there are individual pedestrians belonging to set S_B within the unsafe area corresponding to traffic light B. When there are pedestrians belonging to set S_B within the unsafe area corresponding to traffic light B, the corresponding Boolean value (also known as the phase conflict indication signal) is set to true; otherwise, it is set to false. During this period, the edge computer controls the indicator screen corresponding to traffic light B to flash green, decreasing non-uniformly from the dividing line to the minimum scale.

[0151] The intelligent transportation system polls the Boolean values ​​corresponding to each traffic area (including Boolean values ​​of unsafe areas corresponding to traffic lights A and B), and eliminates phases (or phase stages) that may conflict with unsafe areas corresponding to Boolean values ​​that are true. When selecting the next phase stage to switch to, conflicting phase stages are eliminated and the system selects the best one from the remaining candidate phase stages.

[0152] When the intelligent traffic system selects the next phase, if this next phase affects traffic light A and requires traffic light A to turn red, the intelligent traffic system instructs traffic light A to end its current phase (to turn red). Based on this instruction, the edge computer corresponding to traffic light A also clears the set S_A and sets the Boolean values ​​corresponding to each unsafe area of ​​traffic light A to false. If the next phase affects traffic light B and requires traffic light B to turn red, the intelligent traffic system instructs traffic light B to end its current phase (to turn red). Based on this instruction, the edge computer corresponding to traffic light B also clears the set S_B and sets the Boolean values ​​corresponding to each unsafe area of ​​traffic light B to false.

[0153] Figure 10C A flowchart illustrating yet another embodiment of this application is shown.

[0154] exist Figure 10C In one example, the pedestrian access sensing device deployed at a road intersection includes a single edge computer that controls the display of multiple or all traffic lights at the road intersection, as well as images of all unsafe areas of the road intersection captured by cameras.

[0155] Intelligent transportation systems control the state of traffic lights by controlling phase transitions. The intelligent transportation system also provides instructions for phase transitions to edge computers. The edge computers identify the state of each traffic light corresponding to a given phase. The edge computers then execute commands for the traffic area corresponding to each traffic light. Figure 10C The process flow is shown, along with the parameters T and set S corresponding to the traffic lights.

[0156] As an example Figure 10C In the example, traffic lights A / B / C / D are deployed at the road intersection. The parameter T provided by the edge computer includes instances T_A, T_B, T_C, and T_D, and the corresponding sets S_A, S_B, S_C, and S_D. Traffic lights A / B / C / D indicate different directions of traffic, or different segments of the same direction of traffic (e.g., from south to north on the west side of the road).

[0157] The intelligent transportation system outputs an indication to switch to the next phase. The edge computer uses this information to identify which of the traffic lights A / B / C / D should turn green, and which should turn red.

[0158] For a traffic light about to turn green, the edge computer begins timing it the instant the light turns green. It also changes the corresponding display screen to green and sets the progress bar to its maximum length. From the start of the green light until the next T seconds, the edge computer uses images captured by a camera to identify and track pedestrians who have appeared in the unsafe area corresponding to the traffic light, adding these pedestrians' identifiers to the corresponding set S. The edge computer also controls the progress bar of the green area on the display screen corresponding to the traffic light to shorten uniformly from full progress, and shortens it to the dividing line at T seconds after the green light begins. After T seconds of the traffic light switching to the intersection, the edge computer locks set S and stops changing. During this period, the edge computer continuously tracks pedestrians in set S and updates the Boolean values ​​corresponding to each unsafe area of ​​the traffic light based on their positions. During this period, the edge computer controls the green indicator screen corresponding to the traffic light to flash, decreasing non-uniformly from the dividing line to the minimum scale.

[0159] The intelligent transportation system polls the Boolean values ​​corresponding to each traffic area, and eliminates phases (or phase stages) that may conflict with non-safe areas corresponding to Boolean values ​​that are true. When selecting the next phase stage to switch to, it eliminates conflicting phase stages and selects the best one from the remaining candidate phase stages.

[0160] For a traffic light that is about to turn red, the edge computer clears the corresponding set S and sets the Boolean value corresponding to the non-safe area of ​​that traffic light to false.

[0161] Typical scenarios

[0162] Figure 11A-11D Typical scenarios for implementing embodiments according to this application are illustrated.

[0163] Figure 11A The road intersection includes lanes in four directions: east, west, south, and north, and four zebra crossings (1121, 1122, 1123, and 1124). Display screen 1101 provides supplementary guidance for pedestrians crossing the road intersection at zebra crossing 1121 on the north side in the east-west direction (including east-to-west and west-to-east). Display screen 1102 provides supplementary guidance for pedestrians crossing the road intersection at zebra crossing 1122 on the south side in the east-west direction (including east-to-west and west-to-east). Figure 11A In the image, arrows represent pedestrians. Figure 11A Safety islands 1111 and 1112 are also shown.

[0164] See Figure 11A This displays the initial state of the road intersection. At this point, displays 1101 and 1102 are at the smallest red mark, indicating an imminent switch to phase 1 (East Straight / West Straight Phase Phase, see also...). Figure 2). Figure 11A Pedestrians waiting on the safety islands (1111, 1112) are also indicated by arrows.

[0165] Figure 11B The scene during the time interval 0 to T after the traffic light switches to phase 1 is shown.

[0166] During the time interval 0~T after the pedestrian traffic light switches to phase 1 (east-west straight phase), the green area of ​​the east-west directional display screens (1101, 1102) remains constantly lit, indicating a progress bar whose length decreases over time. Figure 11B In the display, the progress bar on display 1101 shortens to the left, while the progress bar on display 1102 shortens to the right. Displays 1101 and 1102 are separated by a dividing line, with the progress bar of display 1101 extending to the right of the dividing line and the progress bar of display 1102 extending to the left of the dividing line. Optionally, the word "priority" is also displayed, indicating that pedestrians currently entering the unsafe area will be added to the "priority passage object" set S. Figure 11B In the diagram, the circled arrows represent pedestrians added to the "priority access object" set S.

[0167] Figure 11C The scene is shown after time T after the traffic lights switch to phase 1.

[0168] After time T following the pedestrian traffic light switching to phase 1 (east-straight / west-straight phase), until the next phase switch, the green area on the east-west directional displays (1101, 1102) flashes. Figure 11C (Represented by a green diagonal shading line), and indicates a progress bar, the length of which decreases over time. Figure 11C During the displayed time period, the progress bar on display screen 1101 shortens non-uniformly to the left, while the progress bar on display screen 1102 shortens non-uniformly to the right. Display screens 1101 and 1102 remind pedestrians that if they enter the intersection at this time, they must quicken their pace to catch up with the group of people with priority crossing; otherwise, they cannot ensure safe passage (or reaching the safety island). The priority crossing group set S remains unchanged during this period.

[0169] Figure 11C In the middle, if pedestrian x, who has just entered the intersection, can catch up with the nearest pedestrian y, who is a priority pedestrian, and move forward in sync with him, he can ensure that he can safely cross the intersection (or reach the safety island). (Before pedestrian x crosses the intersection or reaches the safety island, there will be no phase phase switch, or the traffic light corresponding to display screen 1101 will remain green.)

[0170] Figure 11C The text also uses dashed lines to represent unsafe areas (see also...). Figure 7 ).exist Figure 11CIn the current state, non-safe zones D_1 and D_3 have priority traffic objects (indicated by circled arrows), while other zones do not. Therefore, in the Boolean values ​​provided by the edge computer to the intelligent transportation system, d_1 and d_3 are true, while b_1, b_2, d_2, b_3, b_4, and d_4 are all false. At this point, the intelligent transportation system is instructed that switching to phase 2 is permitted (relative to the current Boolean value, phase 2 is not a conflicting phase), but switching to phase 3 / 4 is not permitted (relative to the current Boolean value, phase 3 / 4 is a conflicting phase). This ensures that no traffic flows through non-safe zones D_1 and D_3, thus guaranteeing that there is no safety risk for priority traffic objects in non-safe zones D_1 and D_3.

[0171] exist Figure 11C In the displayed state, before pedestrians with priority access who are located in the unsafe area leave the unsafe area, due to the Boolean indication, the intelligent transportation system will not select a conflict phase phase that conflicts with the unsafe area containing these pedestrians with priority access when selecting the next phase phase. Even if the actions of pedestrians with priority access who are located in the unsafe area are buffered, the intelligent transportation system will still switch phase phases according to the above constraints. Therefore, displays 1101 and 1102 can remain in the green indication state for a long time. Furthermore, pedestrian y can also interact with the intelligent transportation system by stopping and waiting for x to catch up with him.

[0172] Still refer to Figure 11C When pedestrian y leaves unsafe area D_3 and enters the safety island area on the north side, it is also considered that behavior y has left the unsafe area. As an optional implementation, although pedestrian y has not yet crossed the road intersection, since the Boolean value d_3 corresponding to unsafe area D_3 is false, the intelligent transportation system can select the phase stage that conflicts with unsafe area D_3 as the next phase stage, even if x is still in unsafe area D_3 at this time. In other words, if pedestrian x cannot catch up with pedestrian y before pedestrian y leaves unsafe area D_3, according to the embodiments of this application, it is not guaranteed that pedestrian x will safely leave the unsafe area.

[0173] Figure 11D It shows the scene after all the pedestrians in set S have crossed the road intersection.

[0174] Once all pedestrians who are priority pedestrians (represented by circled arrows) have left the unsafe area, the corresponding Boolean value becomes false, thus allowing the intelligent transportation system to switch to any phase stage. Figure 11D Since all pedestrians with priority have left the unsafe area, a phase transition occurs. In the next phase, displays 1101 and 1102 both show red. Figure 11DThe image shows the scene just entering the next phase stage, at which point the progress bars on displays 1101 and 1102 are showing a full progress red state.

[0175] The embodiments of this application have the following main features:

[0176] 1. For intelligent transportation systems that cannot provide countdowns (the duration of phase phases is not fixed), an arbitration mechanism for competition for right-of-way between pedestrians and motor vehicles based on priority is designed.

[0177] The number of pedestrians belonging to set S who enter the intersection within a time period T after the start of a certain phase determines the duration T' of high priority for all pedestrians entering the intersection in that direction during the current phase. Note that T' is not fixed and depends on the movement speed and behavior strategies of the pedestrians. During time T', all these pedestrians have the same high priority. After T', for that direction, vehicles take precedence. Therefore, when the intelligent transportation system arbitrates right-of-way, those with high priority will have a greater chance of obtaining the right-of-way than those with low priority.

[0178] In some implementations, for example, if a pedestrian in set S moves quickly but decides to stop at the safety island and wait for the next light, T' may end early (if no one in set S is in a non-safe area), and the intelligent transportation system can then switch phases as appropriate.

[0179] In some implementations, such as for intersections with safety islands, and for guiding actions involving two or more segments of crossing the intersection separated by a single display screen, T' may be divided into two or more segments, such that the duration T' spans two or more phase phases. For example, in phase phase 1, when some pedestrians in set S have completely crossed the intersection while another group of pedestrians (denoted as pedestrian Z) enters the safety island, the intelligent transportation system can switch phase phases as appropriate, causing a change in set S. Pedestrians who safely crossed the intersection are removed from set S, while pedestrian Z, who originally belonged to set S within the safety island, remains in set S. In the next phase phase (denoted as phase phase 2), pedestrian Z does not leave the safety island and remains in set S. In a further phase phase (phase phase 3), pedestrian Z leaves the safety island and gains high priority right-of-way based on their already belonging to set S (rather than entering the unsafe area during phase phase T). Thus, the high-priority duration T' of pedestrian Z's crossing of the intersection appears to be divided into discontinuous segments. This implementation is still optional. In some other implementations, for example, in response to the switching of phase phases, even if pedestrian Z is in the safety island at this time, the set S will be cleared. Thus, in subsequent phase phases, after pedestrian Z leaves the safety island, he will not naturally obtain high priority right-of-way, but will need to re-enter the non-safe area within the time T corresponding to the phase phase to obtain high priority right-of-way.

[0180] 2. According to the embodiments of this application, a method is provided to replace the "countdown" so that pedestrians can accurately judge the "timing of safely crossing the road", enabling pedestrians to actively participate in the traffic signal control process.

[0181] 3. According to the embodiments of this application, the "priority passage" right of pedestrians waiting to cross during red light periods is deterministically guaranteed (they are identified as priority passage objects when crossing road intersections), helping the intelligent transportation system to eliminate target phases that conflict with "priority passage" pedestrians, thereby assisting the intelligent transportation system in optimizing decision-making.

[0182] Although the examples referenced in this application are described for illustrative purposes only and not for limiting the scope of this application, changes, additions and / or deletions to the implementation may be made without departing from the scope of this application.

[0183] Those skilled in the art who benefit from the teachings presented in the above description and associated drawings will recognize many modifications and other embodiments of the present application described herein. Therefore, it should be understood that the present application is not limited to the specific embodiments disclosed, and that modifications and other embodiments are intended to be included within the scope of the appended claims. Although specific terminology is used herein, it is used only in its general and descriptive sense and not for limiting purposes.

Claims

1. A method for assisting pedestrians to safely cross a road intersection, comprising: In response to switching to the first phase of the traffic signal, during a first time period starting from the current moment, a green progress bar is displayed on the first display screen, all first pedestrians entering the first unsafe area of ​​the road intersection during the first time period are identified, all first pedestrians are recorded in a first set, and a phase conflict indication signal is generated indicating that there are pedestrians belonging to the first set in the first unsafe area; wherein, during the first phase, the first traffic light associated with the first display screen is green, and the green light of the first traffic light indicates that pedestrians are allowed to pass through the first unsafe area through the road intersection; In response to the expiration of the first time period, a green progress bar is displayed on the first display screen, and the presence of pedestrians belonging to the first set in the first unsafe area is repeatedly detected, and a phase conflict indication signal indicating whether pedestrians belonging to the first set exist in the first unsafe area is generated based on the latest detection result. Based on information including the phase conflict indication signal, the next phase phase to which the traffic signal at the road intersection should be switched and the switching time are selected, wherein when the phase conflict indication signal indicates that there are pedestrians belonging to the first set in the first unsafe area, the next phase phase is not a conflict phase phase of the first unsafe area, wherein in the conflict phase phase of the first unsafe area, the traffic flow that is allowed to proceed at the road intersection passes through the first unsafe area, and in the phase phase that is not a conflict phase phase of the first unsafe area, the traffic flow that is allowed to proceed at the road intersection does not pass through the first unsafe area. In response to switching to the second phase of the traffic signal, a red progress bar is displayed on the first display screen; wherein, in the second phase, the first traffic light associated with the first display screen indicates a red light; in, In response to switching to the first phase of the traffic signal, a green progress bar that decreases at a constant speed within a first length range, starting from the maximum length, is displayed on the first display screen during a first time period starting from the current moment. In response to the expiration of the first time period, a green progress bar that decreases non-uniformly within a second length range is displayed on the first display screen, wherein the first length range and the second length range together constitute the maximum length of the progress bar; In response to switching to the second phase of the traffic signal, a red progress bar that decreases from its maximum length is displayed on the first display screen; The length of the first time period is determined based on the time required for all pedestrians corresponding to the first display screen to cross the intersection to move from the safe zone to the first unsafe zone during the red light period indicated by the first traffic light before the first phase phase; or Determine the length of the first time period based on the time required for all pedestrians passing through the road intersection corresponding to the first display screen to enter the first non-safe area from the safe area of the road intersection during the red light indication of the first traffic signal in several traffic signal cycles before the first phase stage; A green progress bar that decreases uniformly within the first length range starting from the maximum length indicates to the pedestrians entering the first non-safe area that they will be recognized as priority passing objects and will not encounter a conflicting phase stage during passing through the first non-safe area; A green progress bar that decreases non-uniformly within the second length range indicates to the pedestrians entering the first non-safe area that they will not be recognized as priority service objects. If they can catch up with the pedestrians recognized as priority service objects, they will not encounter a conflicting phase stage during passing through the first non-safe area; wherein the shortening speed of the green progress bar gradually decreases, and each time it is shortened to r times the original remaining length to indicate the uncertain remaining time, where r = exp(ln(l / L) / (P - T)), 0 < r < 1, I is the unit length of the change in the length of the green progress bar, P is the average duration of the first phase stage in the most recent several traffic signal cycles, L is the length of the second length range; T is the length of the first time period.

2. The method according to claim 1, further comprising: In response to switching to the second phase stage of the traffic signal, within a second time period starting from the current moment, display a green progress bar on the second display screen, identify all second pedestrians entering the second non-safe area within the road intersection during the second time period, record all second pedestrians in the second set, and generate a phase conflict indication signal indicating the presence of pedestrians belonging to the second set within the second non-safe area; wherein in the second phase stage, the second traffic signal associated with the second display screen indicates a green light, and the green light indication of the second traffic signal represents that pedestrians are allowed to pass through the road intersection via the second non-safe area; In response to the expiration of the second time period, display a green progress bar on the second display screen, repeatedly detect whether there are pedestrians belonging to the second set within the second non-safe area, and generate a phase conflict indication signal indicating whether there are pedestrians belonging to the second set within the second non-safe area according to the latest detection result; Based on the information including the phase conflict indication signal, select the next phase stage to which the traffic signal of the road intersection is to be switched and the switching time, wherein when the phase conflict indication signal indicates the presence of pedestrians belonging to the second set within the second non-safe area, the next phase stage does not belong to the conflicting phase stage of the second non-safe area, and wherein during the conflicting phase stage of the second non-safe area, the traffic flow released at the road intersection passes through the second non-safe area, and during the phase stage that does not belong to the conflicting phase stage of the second non-safe area, the traffic flow released at the road intersection does not pass through the second non-safe area.

3. The method according to claim 2, wherein the information processing device deployed at the road intersection includes an edge computer, a display screen, and an image acquisition device; the display screen includes the first display screen, and the display screen corresponds one-to-one with the traffic lights deployed at the road intersection; the traffic lights at the road intersection are controlled by an intelligent transportation system.

4. The method according to claim 3, wherein The edge computer performs: The steps of responding to the first phase of switching to a traffic signal include: displaying a green progress bar on a first display screen during a first time period starting from the current moment; identifying all first pedestrians entering the first unsafe area of ​​the road intersection during the first time period; recording all first pedestrians in a first set; and generating a phase conflict indication signal indicating that there are pedestrians belonging to the first set in the first unsafe area. The steps of responding to the first time period by displaying a green progress bar on the first display screen, repeatedly detecting whether there are pedestrians belonging to the first set in the first unsafe area, and generating a phase conflict indication signal indicating whether there are pedestrians belonging to the first set in the first unsafe area based on the latest detection result; as well as The step of displaying a red progress bar on the first display screen in response to switching to the second phase of the traffic signal; The intelligent transportation system controls and executes: The step of selecting the next phase phase to which the traffic signal at the road intersection should be switched and the switching time based on information including the phase conflict indication signal.

5. The method according to claim 4, wherein, The road intersection includes several unsafe areas; The phase conflict indication signal indicates whether there is a pedestrian belonging to the priority passage object in each of the plurality of unsafe zones; Each display screen, corresponding one-to-one with the traffic lights deployed at the road intersection, indicates that pedestrians entering the unsafe area corresponding to that display screen during the green progress bar within the first length range are identified as priority pedestrians.

6. An information processing apparatus, comprising a memory, a processor, and a program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the method according to any one of claims 1-5.

Images