A traffic signal lamp control method and device based on a feedback adjustment mechanism and a medium

Abstract

The application discloses a traffic signal lamp control method and device based on a feedback adjustment mechanism and a medium, and the method comprises the following steps: obtaining pedestrian and vehicle data information in advance; converting different vehicle types into the same standard vehicle type, and simulating the parking queue situation of an intersection; calculating the expected passing time of the queued vehicles at the intersection, the passing time of the left-turn lane and the straight lane; formulating the phase time on the basis that the pedestrians completely pass, and if the cycle time does not exceed the maximum cycle time of the traffic light at the intersection, the cycle time is distributed according to the above; if the time distributed to the left-turn and straight traffic lights is insufficient for the pedestrians to pass, the time distributed to the left-turn and straight traffic lights should be increased until the pedestrians safely pass; if the maximum cycle time of the intersection is exceeded, the maximum cycle time is distributed according to the ratio of the initial phase time; and feeding back the formulated real-time phase time to the traffic lights at the intersection. The application relieves the vehicle congestion at the intersection, and simultaneously fuses the vehicle and pedestrian information to improve the passing efficiency.

Description

TECHNICAL FIELD

[0001] The present application belongs to the field of signal light management and control in urban traffic system, and particularly relates to a traffic signal light control method based on feedback regulation mechanism, device and medium. BACKGROUND

[0002] Traffic problems at intersections in large and medium-sized cities in China are increasing, mainly manifested as many vehicles, road congestion, and long waiting time for pedestrians to cross the street. Congested traffic can easily affect the emotions of drivers and pedestrians, increasing the probability of traffic accidents. Traditional solutions to alleviate traffic congestion, such as widening roads, increasing road network density, and establishing three-dimensional traffic, are increasingly showing the limitations of waste of road resources. With the development of new technologies such as Internet of Things, big data, and artificial intelligence, the transportation department realizes that only by using high-tech means can the increasingly serious traffic problems be improved. Therefore, the "intelligent" transformation of road intersections has become an inevitable trend of the development of intelligent transportation. In addition, the existing traffic signal timing scheme mainly takes improving the efficiency of motor vehicle traffic as the priority principle, ignoring the large demand of pedestrians to cross the street, which affects the rights and interests of the weak groups in road resource utilization.

[0003] Therefore, a signal light control method is needed that can obtain the vehicle situation and pedestrian crossing situation at the intersection in real time, then fuse the vehicle and pedestrian information, and reasonably allocate the time of each phase intersection to save time cost and relieve traffic congestion pressure. SUMMARY

[0004] The present application proposes a traffic signal light control method based on feedback regulation mechanism, device and medium to solve the problem of unreasonable allocation of red light time and ignoring the demand of pedestrians to cross the street in the prior art.

[0005] Technical scheme: The traffic signal light control method based on feedback regulation mechanism comprises the following steps:

[0006] (1) obtaining pedestrian and vehicle data information in advance;

[0007] (2) converting different vehicle types into the same standard vehicle type, taking car as the standard, and converting other types of vehicles into a specific number of cars according to the ratio of the vehicle conversion coefficient to the car conversion coefficient;

[0008] (3) identifying the marked vehicles, putting them into the left and right turn lanes in turn, and obtaining the number of straight vehicles N 左 , and simulating the parking queue situation of the intersection;

[0009] (4) Calculate the queuing vehicle expected passing time of the intersection, calculate the left turn lane and straight lane complete passing time;

[0010] (5) Formulate each phase time on the basis of pedestrian complete passing, formulate four phases, the first phase is south-north left turn, the second phase is south-north straight, the third phase is east-west left turn, and the fourth phase is east-west straight; compare the south-north left turn time, south-north straight time, east-west left turn time, and east-west straight time, select the max[t x ,t x+4 ] in each pair of comparison; then formulate the phase according to this, if the cycle time does not exceed the maximum cycle time of the intersection traffic light, then distribute according to this; if the time allocated by the left turn and straight traffic light is not enough for pedestrian passing, then add time on the basis of the allocated time until the pedestrian passes safely; if it exceeds the maximum cycle time of the intersection, then allocate the maximum cycle time according to the ratio of the initial phase time;

[0011] (6) Feedback the formulated real-time phase time to each intersection traffic light.

[0012] Further, the step (1) is implemented as follows:

[0013] The camera uses image recognition method to scan out the number p of pedestrians waiting to cross the zebra crossing; radar layout method is used to explore the number N of passing vehicles; vehicle conversion coefficient is determined according to the degree of road occupation when various vehicles drive, and whether the vehicle is a left turn lane or a straight lane is marked; the standard car straight driving speed V 直 and the standard car left turn driving speed V 左 are measured; the data measured by the radar is quickly converted into electrical signal through 5G technology.

[0014] Further, the step (2) is implemented by the following formula:

[0015]

[0016]

[0017] In the formula, θ x is the vehicle conversion coefficient of the xth vehicle in the straight lane, θ y is the vehicle conversion coefficient of the yth vehicle in the left turn lane, A0 is the coefficient of the standard car, A x is the vehicle coefficient of the xth vehicle in the straight lane that has not been converted through the radar layout point; A y is the vehicle coefficient of the yth vehicle in the left turn lane that has not been converted through the radar layout point.

[0018] Further, the step (3) is implemented by the following formula:

[0019]

[0020]

[0021] where N 直 is the number of straight-through cars before the stop line, N 左 is the number of left-turn cars before the stop line, N 直 and N 左 are integers, and the queue length of the intersection at this time is simulated according to the calculated number of vehicles.

[0022] Further, the step (4) is implemented by the following formula:

[0023]

[0024]

[0025]

[0026]

[0027]

[0028]

[0029]

[0030] where K j is the jam density, which is a constant value, where h d阻 is the standard car length plus the safety distance from the front car when queuing, V f is the free-flow speed, which is determined by the local speed limit, h t直 is the headway in the straight-through lane, h t左 is the headway in the left-turn lane, t 直 is the time for a straight-through vehicle to cross the red light, t 左 is the time for a left-turn vehicle to cross the red light; V 直 and V 左 are the driving speeds of the straight-through vehicle and the left-turn vehicle, respectively, a 直 and a 左 are the average accelerations of the straight-through vehicle and the left-turn vehicle, respectively.

[0031] Further, the step (5) is implemented as follows:

[0032] The left turn time from south to north is recorded as t1, the straight-through time from south to north is recorded as t2, the left turn time from east to west is recorded as t3, the straight-through time from east to west is recorded as t4, the left turn time from north to south is recorded as t5, the straight-through time from north to south is recorded as t6, the left turn time from west to east is recorded as t7, and the straight-through time from west to east is recorded as t8;

[0033] max[t1, t5] + max[t2, t6] = T NS

[0034] max[t3, t7] + max[t4, t8] = T WE

[0035] When T NS + T WE ≤ T max , judge T NS and T WE and the relationship between the pedestrian safe passing time:

[0036]

[0037] For T NS : when T NS ≤ t 人 , judge whether there is a pedestrian about to pass, if there is a pedestrian passing, then T NS = t 人 , the first phase T1 = max[t1, t5], the second phase T2 = t 人 -T1; if there is no pedestrian passing, then T NS = T1 + T2, the first phase T1 = max[t1, t5], and the second phase T2 = max[t2, t6]; when T NS ≥ t 人 , T NS = T1 + T2, the first phase T1 = max[t1, t5], and the second phase T2 = max[t2, t6];

[0038] For T WE : when T WE ≤ t 人 , judge whether there is a pedestrian about to pass, if there is a pedestrian passing, then T WE = t 人 , the third phase T3 = max[t3, t7], and the fourth phase T4 = t 人 -T3; if there is no pedestrian passing, then T WE = T3 + T4, the third phase T3 = max[t3, t7], and the fourth phase T4 = max[t4, t8]; when T WE ≥ t 人 , T WET3+T4, third phase T3=max[t3, t7], fourth phase T4=max[t4, t8];

[0039] When T NS +T WE ≥T max , the time should be allocated according to the ratio, T NS and T WE Relationship between the pedestrian safe travel time:

[0040]

[0041]

[0042]

[0043]

[0044]

[0045] In the formula, "1" represents the pedestrian traffic, "0" represents no pedestrian traffic, t 人 is the time of pedestrian safe travel road, T NS is the sum of the south and north left turn time and the south and north straight time, T WE is the sum of the east and west left turn time and the east and west straight time, T max is the maximum cycle time of a crossroads;

[0046] T NS : When T NS ≤t 人 , determine whether there is a pedestrian to be traffic, if there is a pedestrian traffic, T NS =t 人 , the first phase second phase T2=t 人 -T1; if there is no pedestrian traffic, T NS =T1+T2, the first phase second phase When T NS ≥t 人 , T NS =T1+T2, the first phase second phase

[0047] T WE : When T WE ≤t 人 , determine whether there is a pedestrian to be traffic, if there is a pedestrian to be traffic, T WE =t 人 , the third phase The fourth phase T4=t 人 -T3; if no pedestrian traffic, T WE =T3+T4, the third phase The fourth phase When T WE ≥t 人 , T WE =T3+T4, the third phase The fourth phase

[0048] The device comprises a memory and a processor, wherein:

[0049] The memory is used for storing a computer program capable of running on the processor;

[0050] The processor is used for executing the steps of the traffic signal lamp control method based on the feedback adjustment mechanism when running the computer program.

[0051] The storage medium comprises a computer program stored thereon, and the computer program is executed by at least one processor to implement the steps of the traffic signal lamp control method based on the feedback adjustment mechanism.

[0052] Advantages: compared with the prior art, the advantages of the present application are:

[0053] The feedback adjustment mechanism is applied to the traffic signal lamp control, the signal lamp control can be dynamically adjusted according to the real-time traffic flow and road conditions, and the traffic signal lamp control is more efficient and fast; the road traffic condition is monitored in real time, the signal lamp is dynamically optimized by combining the feedback adjustment mechanism, the traffic efficiency is improved, and the congestion phenomenon is reduced; the unique algorithm is adopted to analyze and process the traffic data, and more accurate decision support is provided for the signal lamp control; and the present application integrates vehicle and pedestrian information, improves the intersection passing efficiency under the premise of ensuring the safety of pedestrians crossing the road. BRIEF DESCRIPTION OF DRAWINGS

[0054] Figure 1 The application scenario of the present application is shown in the figure;

[0055] Figure 2 The flowchart for obtaining the first phase and the second phase of the present application is shown in the figure;

[0056] Figure 3 The flowchart for obtaining the third phase and the fourth phase of the present application is shown in the figure. DETAILED DESCRIPTION

[0057] The present application will be further described in detail below with reference to the accompanying drawings.

[0058] This invention proposes a traffic light control method based on a feedback adjustment mechanism, which specifically includes the following steps:

[0059] Step 1: As Figure 1 As shown, data on pedestrians and vehicles is collected, including image recognition from cameras to scan and determine the number p of pedestrians waiting to cross the road at the zebra crossing; and radar road survey equipment to detect the number N of passing vehicles and their coefficients, marking whether a vehicle is in a left-turn lane or a straight-ahead lane. The standard straight-ahead speed V of a passenger car is measured according to different road sections. 直 And the standard speed V of a car turning left. 左 .

[0060] Step 2: Convert different vehicle models into the same standard vehicle model, using the passenger car model as the standard, and convert other vehicle models into a specific number of passenger cars according to the ratio of the vehicle conversion factor to the passenger car vehicle conversion factor.

[0061]

[0062]

[0063] In the formula, θ x θ is the coefficient of the xth vehicle in the straight lane that has already been converted. y This is the coefficient of the y-th vehicle in the left-turn lane, which has already been converted. A0 is the coefficient for a standard passenger car. x A represents the coefficient of the xth vehicle in the straight lane that passes through the radar layout point before conversion; y The coefficient of the y-th vehicle in the left-turn lane that passes through the radar layout point before being converted.

[0064] Step 3: By identifying and marking vehicles, place them sequentially into the left-turn and right-turn lanes to obtain the number N of vehicles going straight. 直 Number of vehicles turning left, N 左 The system simulates the parking queue situation at the intersection based on the calculated number of vehicles.

[0065]

[0066]

[0067] In the formula, N 直 N is the number of cars going straight ahead before the stop line. 左 N is the number of cars turning left before the stop line. 直 and N 左 All are integers.

[0068] Step 4: Calculate the estimated passage time of the queued vehicles at the intersection, and calculate the complete passage time of the left-turn lane and the straight lane.

[0069]

[0070]

[0071]

[0072]

[0073]

[0074]

[0075]

[0076] wherein K j is the density of blockage, which is a constant value, h d阻 is the standard car length plus the safety distance from the front car when parking in a queue, V f is the free-flow speed, which is determined by the local speed limit, h t直 is the headway in the straight lane, h t左 is the headway in the left-turn lane, t 直 is the time for a straight vehicle to cross the red light, t 左 is the time for a left-turn vehicle to cross the red light; V 直 and V 左 are the driving speeds of the straight vehicle and the left-turn vehicle, respectively, a 直 and a 左 are the average accelerations of the straight vehicle and the left-turn vehicle, respectively. The headway when stopping at a red light is best kept at 4.8-5.8 meters, so K j is in the range of 172.4-208.3 vehicles per kilometer, and the average acceleration of a small car is about 2-3 seconds per square meter per second. In order to make the time more abundant, K j is taken as 172.4 vehicles per kilometer, and a is taken as 2 meters per square second.

[0077] Step 5: Determine the phase time based on the complete passage of pedestrians, and determine four phases, the first phase is the north-south left turn, the second phase is the north-south straight, the third phase is the east-west left turn, and the fourth phase is the east-west straight; compare the north-south left turn time, the north-south straight time, the east-west left turn time, and the east-west straight time, and select the max[t x ,t x+4Then, phases are determined accordingly. If the cycle time does not exceed the maximum cycle time of the traffic lights at the intersection, it is allocated accordingly. If the time allocated for left turns and straight traffic lights is insufficient for pedestrians to pass, time should be added to the allocated time until pedestrians can pass safely. If it exceeds the maximum cycle time of the intersection, the maximum cycle time is allocated according to the ratio of the initial phase time.

[0078] The time for a left turn from south to north is denoted as t1, the time for going straight from south to north is denoted as t2, the time for a left turn from east to west is denoted as t3, the time for going straight from east to west is denoted as t4, the time for a left turn from north to south is denoted as t5, the time for going straight from north to south is denoted as t6, the time for a left turn from west to east is denoted as t7, and the time for going straight from west to east is denoted as t8.

[0079] max[t1, t5] + max[t2, t6] = T NS

[0080] max[t3, t7] + max[t4, t8] = T WE

[0081] Judgment: When T NS +T WE ≤T max hour:

[0082]

[0083] Judgment: When T NS +T WE ≥T max hour:

[0084]

[0085]

[0086]

[0087]

[0088]

[0089] In the formula, 1 represents pedestrian traffic, 0 represents no pedestrian traffic, and t 人 T is the time during which pedestrians can safely cross the road. NS It is the sum of the time for turning left from north to south and the time for going straight from north to south, T WE It is the sum of the time for turning left (east / west) and the time for going straight (east / west), T max It is the maximum period time of a crossroads. First, determine T. NS With T WE The sum of and T max Relationships, such asFigure 2 , Figure 3 As shown.

[0090] The first case is when T NS +T WE ≤T max When, determine T NS and T WE The relationship between pedestrian safe crossing time and:

[0091] For T NS When T NS ≤t 人 At that time, determine whether a pedestrian is about to cross. If a pedestrian is about to cross, then let T... NS =t 人 The first phase T1 = max[t1, t5], the second phase T2 = t 人 -T1; If no pedestrians are crossing, then let T... NS =T1+T2, first phase T1=max[t1,t5], second phase T2=max[t2,t6]. When T NS ≥t 人 At that time, let T NS =T1+T2, the first phase T1 = max[t1, t5], the second phase is T2 = max[t2, t6].

[0092] For T WE When T WE ≤t 人 At that time, determine whether a pedestrian is about to cross. If a pedestrian is about to cross, then let T... WE =t 人 The third phase T3 = max[t3, t7], the fourth phase T4 = t 人 -T3; If no pedestrians are crossing, then let T... WE =T3+T4, the third phase T3 = max[t3, t7], the fourth phase T4 = max[t4, t8]. When T WE ≥t 人 At that time, let T WE =T3+T4, the third phase T3 = max[t3, t7], the fourth phase T4 = max[t4, t8].

[0093] The second case is when T NS +T WE ≥T max When T is reached, time should be allocated according to the ratio to determine the time. NS and T WE The relationship between pedestrian safe crossing time and:

[0094] For T NS When T NS ≤t 人At that time, determine whether a pedestrian is about to cross. If a pedestrian is about to cross, then let T... NS =t 人 First phase Second phase T2 = t 人 -T1; If no pedestrians are crossing, then let T... NS =T1+T2, first phase Second phase When T NS ≥t 人 At that time, let T NS =T1+T2, first phase Second phase

[0095] For T WE When T WE ≤t 人 At that time, determine whether there are pedestrians about to cross. If there are pedestrians about to cross, then let T... WE =t 人 Third phase Fourth phase T4 = t 人 -T3; If no pedestrians are crossing, then let T... WE =T3+T4, third phase Fourth phase When T WE ≥t 人 At that time, let T WE =T3+T4, third phase Fourth phase

[0096] Step 6: Feed back the pre-defined real-time phase timing to the traffic lights at each intersection to improve the traffic efficiency at the intersection.

[0097] The present invention also provides an apparatus comprising a memory and a processor, wherein: the memory is used to store a computer program capable of running on the processor; and the processor is used to execute, when running the computer program, the steps of the traffic signal light control method based on the feedback adjustment mechanism described above.

[0098] The present invention also provides a storage medium storing a computer program, which, when executed by at least one processor, implements the steps of the traffic signal control method based on a feedback adjustment mechanism as described above.

[0099] Taking the intersection of Huaihai South Road and Meicheng Road in Qingjiangpu District, Huai'an City, Jiangsu Province as an example, the exit lane of this intersection has three lanes: a dedicated left-turn lane, a straight lane, and a straight-right lane. The signal cycle of this intersection is 100 seconds, and the real-time phase time of the traffic lights at the intersection is calculated based on the vehicle and pedestrian situation within one cycle.

[0100] The vehicle information and the pedestrian information are collected, there is 1 vehicle turning left from south to north, there are 5 vehicles from south to north, there are 0 vehicles turning left from east to west, there are 5 vehicles straight from east to west, there is 1 vehicle turning left from north to south, there are 15 vehicles straight from north to south, there are 0 vehicles turning left from west to east, and there are 5 vehicles straight from west to east; there are 2 people crossing the road in the north-south direction, and no one crosses the road in the east-west direction.

[0101] It is calculated that the left turn time from south to north is 8.89s, the straight time from south to north is 13.92s, the left turn time from east to west is 0s, the straight time from east to west is 13.92s, the left turn time from north to south is 8.89s, the straight time from north to south is 21.75s, the left turn time from west to east is 0s, and the straight time from west to east is 13.92s.

[0102] The north-south vehicle passing time is 30.64s, the east-west vehicle passing time is 13.92s, and the sum of the two is 44.56s, which is less than the maximum cycle time 100s. According to the process, the first phase T1 is output as 8.89s, the second phase T2 is output as 21.75s, the third phase T3 is output as 0s, and the fourth phase T4 is output as 13.92s.

[0103] The above embodiments are only for illustrating the technical concept and characteristics of the present application, and the purpose is to enable those skilled in the art to understand the content of the present application and implement it, and cannot limit the protection scope of the present application. Any equivalent transformation or modification made according to the spirit and essence of the present application should be covered within the protection scope of the present application.

Claims

1. A traffic signal control method based on a feedback adjustment mechanism, characterized by, It comprises the following steps: (1) obtaining pedestrian and vehicle data information in advance; (2) converting different vehicle models into the same standard vehicle model, taking the car model as the standard, and converting other models of vehicles into specific numbers of cars according to the ratio of the vehicle conversion coefficient to the car conversion coefficient; (3) By identifying the marked vehicle, put into the left and right turn lane in turn, get the number of straight vehicles N 直 , the number of left-turn vehicles N 左 , simulate the parking queue situation of the intersection; (4) calculating the expected passing time of the queuing vehicles at the intersection, and calculating the complete passing time of the left-turn lane and the straight lane; (5) Formulate each phase time on the basis of pedestrians passing completely, formulate four phases, the first phase is the south-north left turn, the second phase is the south-north straight, the third phase is the east-west left turn, and the fourth phase is the east-west straight; compare the south-north left turn time, the south-north straight time, the east-west left turn time, and the east-west straight time, select max[t x ,t x+4 ] in each pair of comparison; then formulate the phase according to this, if the cycle time does not exceed the maximum cycle time of the traffic light at the intersection, distribute according to this; if the time allocated by the traffic light for left turn and straight is not enough for pedestrians to pass, then add time on the basis of the allocated time until the pedestrians pass safely; if it exceeds the maximum cycle time of the intersection, distribute the maximum cycle time according to the ratio of the initial phase time; (6) feeding back the prepared real-time phase time to the intersection signal lights; The step (5) is implemented as follows: The left-turn time from south to north is recorded as t1, the straight-through time from south to north is recorded as t2, the left-turn time from east to west is recorded as t3, the straight-through time from east to west is recorded as t4, the left-turn time from north to south is recorded as t5, the straight-through time from north to south is recorded as t6, the left-turn time from west to east is recorded as t7, and the straight-through time from west to east is recorded as t8; max[t1, t5] + max[t2, t6] = T NS max[t3, t7] + max[t4, t8] = T WE When T NS +T WE ≤T max , judge T NS and T WE and the relationship between the safe passing time of pedestrians: To T NS : when T NS ≤t 人 , judge whether there is a pedestrian about to pass, if there is a pedestrian passing, then T NS =t 人 , the first phase T1=max[t1, t5], the second phase T2=t 人 -T1; if there is no pedestrian passing, then T NS =T1+T2, the first phase T1=max[t1, t5], the second phase T2=max[t2, t6]; when T NS ≥t 人 , T NS =T1+T2, the first phase T1=max[t1, t5], the second phase T2=max[t2, t6]; To T WE : when T WE ≤t 人 , determine whether there is a pedestrian about to pass, if there is a pedestrian passing, then T WE =t 人 , the third phase T3=max[t3, t7], the fourth phase T4=t 人 -T3; if there is no pedestrian passing, then T WE =T3+T4, the third phase T3=max[t3, t7], the fourth phase T4=max[t4, t8]; when T WE ≥t 人 , T WE =T3+T4, the third phase T3=max[t3, t7], the fourth phase T4=max[t4, t8]. When T NS +T WE ≥T max , the time should be allocated according to the ratio, and T NS and T WE and the relationship between the safe passing time of pedestrians: wherein "1" represents the presence of pedestrian traffic and "0" represents the absence of pedestrian traffic, t 人 is the time for pedestrian safety crossing the road, T NS is the sum of the south-north left-turn time and the south-north straight-through time, T WE is the sum of the east-west left-turn time and the east-west straight-through time, T max is the maximum cycle time of a crossroad; T NS : when T NS ≤ t 人 , determine whether there is a pedestrian about to pass, if there is a pedestrian passing, then let T NS = t 人 , the first phase second phase T2 = t 人 -T1; if there is no pedestrian passing, then let T NS =T1+T2, the first phase second phase when T NS ≥ t 人 , let T NS =T1+T2, the first phase second phase T WE : when T WE ≤ t 人 , determine whether a pedestrian is about to cross, if a pedestrian is about to cross, then let T WE = t 人 , third phase fourth phase T4 = t 人 -T3; if no pedestrian crosses, then let T WE =T3+T4, third phase fourth phase when T WE ≥ t 人 , let T WE =T3+T4, third phase fourth phase 2. The traffic signal control method based on feedback adjustment mechanism according to claim 1, wherein, The step (1) is implemented as follows: Camera image recognition method, scan out the number of pedestrians waiting to cross the zebra crossing p; radar layout method, explore the number of passing vehicles N; vehicle conversion coefficient determined according to the degree of road occupied by various vehicles when driving, and mark whether the vehicle is a left turn lane or a straight lane; Measure the standard car straight driving speed V 直 and the standard car left turn driving speed V 左 ; Through 5G technology, the data measured by radar can be quickly converted into electrical signals.

3. The traffic signal control method based on feedback adjustment mechanism according to claim 1, wherein, The step (2) is implemented by the following formula: wherein θ x is the converted vehicle coefficient of the xth vehicle in the straight lane, θ y is the converted vehicle coefficient of the yth vehicle in the left-turn lane, A0is the coefficient of a standard car, A x is the unconverted vehicle coefficient of the xth vehicle passing the radar layout point in the straight lane; and A y is the unconverted vehicle coefficient of the yth vehicle passing the radar layout point in the left-turn lane.

4. The traffic signal control method based on feedback adjustment mechanism according to claim 1, wherein, The step (3) is implemented by the following formula: where N 直 is the number of straight cars before the stop line, N 左 is the number of left-turn cars before the stop line, N 直 and N 左 are integers, and the queue situation at the intersection at this time is simulated according to the calculated number of vehicles.

5. The traffic signal control method based on feedback adjustment mechanism according to claim 1, wherein, The step (4) is implemented by the following formula: where K j is the jam density, a constant, where h d阻 is the standard car length plus the safety distance from the front car when parking in a queue, V f is the free-flow speed, determined by the local speed limit, h t直 is the headway in the straight lane, h t左 is the headway in the left-turn lane, t 直 is the time for a straight vehicle to cross the red-light boundary, t 左 is the time for a left-turn vehicle to cross the red-light boundary; V 直 and V 左 are the speeds of the straight and left-turn vehicles, respectively, a 直 and a 左 are the average accelerations of the straight and left-turn vehicles, respectively.

6. An apparatus device comprising: It comprises a memory and a processor, wherein: The memory is used to store a computer program capable of running on the processor; The processor is used to execute the steps of the traffic signal lamp control method based on the feedback adjustment mechanism according to any one of claims 1 to 5 when the computer program is running.

7. A storage medium, characterized by The storage medium has a computer program stored thereon, and the computer program is executed by at least one processor to implement the steps of the traffic signal lamp control method based on the feedback adjustment mechanism according to any one of claims 1 to 5.

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