A pedestrian crossing control method at a non-stop intersection based on rail pedals

Abstract

The present invention discloses a pedestrian crossing control method at a non-stop intersection based on a rail pedal. The method calculates the safe speed of vehicles passing through the intersection and the safe time for the rail pedal to enter the intersection according to the running conditions in the intersection, and feeds back the command information to the vehicles and the crossing point respectively, so that pedestrian crossing at the intersection is no longer restricted by the control of traditional signal lights. The cloud control center performs intelligent collaborative management and control of vehicles and pedestrians at the non-signalized intersection, solves the problem of conflict between vehicles and pedestrians crossing the intersection, and enables vehicles in all directions to pass through the intersection without stopping on the basic premise of ensuring the safety of traffic at the intersection, while meeting the crossing needs of pedestrians, which helps to fully utilize the time and space resources of the intersection, reduce the traffic delays of vehicles and pedestrians at the intersection, improve the traffic efficiency of the road intersection, and avoid traffic congestion.

Description

Technical Field

[0001] The invention relates to the technical field of pedestrian crossing control at road intersections, and in particular to a pedestrian crossing control method at a non-stop intersection based on a track pedal. Background Art

[0002] Urban intersections are key nodes in the road traffic network. They are responsible for the gathering and direction conversion of road vehicles and pedestrians. They are also bottlenecks in road traffic capacity and accident-prone areas. At present, urban intersections generally use traffic light control systems to control the flow of vehicles and pedestrians in all directions. After years of application and the development of related technologies, the traffic signal control method has gradually evolved from the initial timing control to induction control, and then to the currently commonly used adaptive control. During this evolution process, the efficiency of vehicle traffic at intersections has also been gradually improved, but signal control can never avoid waiting delays for vehicles and pedestrians under red light signals.

[0003] In the vehicle-road cooperative traffic environment, the use of multi-source information perception technology, V2X communication technology and data fusion processing technology can widely collect and integrate the dynamic traffic information of the road in all time and space. At the same time, by using technologies such as big data processing, artificial intelligence and cloud-edge computing, the cloud control center can carry out all-time and space dynamic traffic control and collaborative management of intersections, and realize intelligent and autonomous intersection traffic control. On this basis, more and more studies on intelligent control strategies for unsignalized intersections have emerged, and their main purpose is to enable vehicles in different driving directions at the intersection to pass through the intersection without collision or stopping. However, in this process, the needs of pedestrians crossing the street are often ignored, which is obviously not in line with the actual traffic operation environment. In addition, through literature retrieval of existing technologies, it is found that although there is currently a way to connect pedestrians to cross the street by using a pedestrian crossing shuttle bus, such as the patent "A method for controlling the driving path and road section of an automatic driving pedestrian shuttle bus" (patent number: ZL202110278144.3). However, the patented method still requires passing vehicles to stop before the stop line when pedestrians cross the street, and cannot meet the needs of pedestrians crossing the street under the condition that vehicles pass through the intersection without stopping. Therefore, in order to ensure the fairness of road traffic and meet the needs of vehicles and pedestrians to pass through the intersection quickly, the present invention proposes a non-stop intersection pedestrian crossing control method based on a rail pedal, which uses a more miniature rail pedal to carry pedestrians across the street, so that vehicles can pass through the intersection without stopping, while effectively meeting the needs of pedestrians crossing the street. Summary of the invention

[0004] Based on the problems raised by the above background technology, the purpose of the present invention is to provide a pedestrian crossing control method at a non-stop intersection based on a rail pedal, which uses a more miniature rail pedal to carry pedestrians across the street, effectively meeting the pedestrian crossing needs in the scenario of vehicles passing through the intersection without stopping, and realizing coordinated management and control of vehicles and pedestrians at the intersection, solving the problem that the existing technology cannot meet the pedestrian crossing needs under the condition that vehicles pass through the intersection without stopping.

[0005] The present invention is achieved through the following technical solutions:

[0006] A first aspect of the present invention provides a method for controlling pedestrian crossing at a non-stop intersection based on a track pedal, comprising the following steps:

[0007] Step 1: Set up an intersection control area, set up a crossing point at each corner of the intersection, set up two opposite crossing tracks between every two crossing points, and set up a rail pedal for carrying pedestrians across the street;

[0008] Step 2: Establish a plane rectangular coordinate system for the intersection based on the lane layout and geometric information of the intersection, and establish the vehicle running route equations and the rail pedal running route equations in each direction of the intersection;

[0009] Step 3: determining the conflict point coordinates of each conflict zone of the intersection based on the vehicle running route equation and the rail pedal running route equation, and determining the entry point and exit point of the conflict zone according to the conflict point coordinates;

[0010] Step 4: Acquire the driving status information of the vehicle when entering the intersection control area and the crossing information of the pedestrian when arriving at the intersection crossing point;

[0011] Step 5: With the goal of minimizing the delay at the intersection, the driving status information and street crossing information are calculated based on the conflict zone to obtain the safe speed of the vehicle passing through the intersection and the safe time for the rail pedal to enter the intersection.

[0012] In the above technical solution, the vehicle entrance road section of the intersection is set as the control area, a street crossing station is set at each corner of the intersection, two opposite street crossing tracks are set between the street crossing stations, and rail pedals are placed at each street crossing station to carry pedestrians across the street. The intersection plane rectangular coordinate system is established based on the intersection lane layout and geometric information, and the vehicle running route equations and rail pedal running route equations in each direction of the intersection are established in the intersection plane rectangular coordinate system.

[0013] The conflict points of each conflict zone in the intersection are determined by the vehicle running route equation and the rail pedal running route equation, and the entry and exit points of the conflict zone are determined according to the coordinates of the conflict points, thereby providing a basis for the subsequent conflict detection between the vehicle and the rail pedal. By calculating and detecting the conflict between the vehicle and the rail pedal, the conflict between the vehicle and the rail pedal can be effectively avoided, so that the pedestrian crossing needs can still be met under the condition that the vehicle does not stop to pass through the intersection.

[0014] When a vehicle enters the intersection control area, the driving status information is transmitted to the intersection cloud control center in real time; when a pedestrian arrives at the intersection crossing point, the crossing button is triggered and the crossing information is input to the cloud control center. After receiving the information, the cloud control center calculates the safe speed of the vehicle passing through the intersection and the safe time for the rail pedal to enter the intersection according to the operating conditions in the intersection, and feeds back the command information to the vehicle and the crossing point respectively.

[0015] After receiving the command information fed back by the cloud control center, the vehicle adjusts its speed in a uniformly variable speed motion within the control area. When the vehicle adjusts to the target speed, it maintains a uniform speed through the intersection. After receiving the command information fed back by the cloud control center, the crossing station dispatches a rail pedal to carry pedestrians through the intersection at a uniform speed within a safe time window. Under the basic premise of ensuring the safety of traffic at the intersection, this method enables vehicles in all directions to pass through the intersection without stopping, while meeting the needs of pedestrians crossing the street, helping to fully utilize the time and space resources of the intersection, reduce the delay of vehicles and pedestrians at the intersection, improve the traffic efficiency of the road intersection, and avoid traffic congestion.

[0016] In an optional embodiment, establishing the vehicle running route equations in each direction of the intersection in step 2 includes:

[0017] For straight-moving vehicles, when the running route of the straight-moving vehicle is parallel to the Y-axis of the rectangular coordinate system of the intersection plane, the left boundary line equation and the right boundary line equation of the vehicle running route are established as follows:

[0018]

[0019] In the above formula, X L and X R They represent the boundary values ​​of the left and right boundary lines of the vehicle's route, l represents the width of the intersection lane, and l g Indicates the width of the central dividing strip of the intersection, m V Indicates the number of lanes between the vehicle lane and the central dividing strip of the intersection, l V Indicates the width of the vehicle running track, K X It is a binary variable used to indicate the direction of the vehicle along the X-axis;

[0020] When the running route of the straight vehicle is parallel to the X-axis of the rectangular coordinate system of the intersection plane, the left boundary line equation and the right boundary line equation of the vehicle running route are established as follows:

[0021]

[0022] In the above formula, Y L and Y R They represent the boundary values ​​of the left and right boundary line equations of the vehicle running route, K Y It is a binary variable used to indicate the direction of the vehicle along the Y axis;

[0023] For a turning vehicle, a vehicle running route of the turning vehicle is established based on the arc motion, and the left boundary line equation and the right boundary line equation of the vehicle running route of the turning vehicle are established as follows:

[0024]

[0025] In the above formula, (x0, y0) represents the coordinates of the vehicle's steering center, r L and r R They represent the turning radius of the left and right boundary lines of the vehicle's route, respectively. P represents the width of the sidewalk at the intersection, m' represents the number of lanes between the lane where the turning vehicle is located and the center of the turning circle, l g Indicates the width of the central dividing strip of the intersection, l' g Indicates the width of the dividing strip between the lane and the sidewalk, K Z1 , K Z2 , K Z3 , K Z4 They are binary variables used to represent the turning orientation of the vehicle in the coordinate system.

[0026] In an optional embodiment, establishing the running route equations of the rail pedals in each direction of the intersection in step 2 comprises the following steps:

[0027] It is defined that the track pedal runs in a clockwise direction as the upward route, and runs in a counterclockwise direction as the downward route;

[0028] For a straight rail pedal, when the running route of the straight rail pedal is parallel to the Y axis, the left boundary line equation and the right boundary line equation of the running route of the rail pedal are established as follows:

[0029]

[0030] When the running route of the straight rail pedal is parallel to the X-axis, the left boundary line equation and the right boundary line equation of the running route of the rail pedal are established as follows:

[0031]

[0032] In the above formula, x L and x R They represent the boundary values ​​of the left and right boundary line equations of the running path of the rail pedal, y L and R Respectively represent the boundary values ​​of the left and right boundary line equations of the running path of the rail pedal, m F Indicates the number of lanes between the crossing track where the rail pedal is located and the central dividing strip of the intersection, K' X , K' Y , K'1, K'2 are binary variables used to indicate the running direction of the rail pedal;

[0033] For inclined rail treads, the left boundary line equation and the right boundary line equation of the rail tread running route are constructed as follows:

[0034]

[0035] In the above formula, l” g It represents the width of the dividing strip between two adjacent crossing tracks, l F Indicates the width of the running track of the rail pedal, K' Z , K' Z1 , K' Z2 , K' Z3 Both are binary variables used to indicate the running direction of the rail pedals.

[0036] In an optional embodiment, step 3 includes the following steps:

[0037] Step 31: Obtain the boundary line equation of the vehicle running route in the I direction and the boundary line equation of the vehicle running route in the J direction, and combine the two boundary line equations to obtain the conflict area Z I,J The coordinates of the four conflict points above; among them, ρ λ Indicates conflict zone Z I,J The coordinates of the last four collision points (x λ ,y λ ), λ={1,2,3,4};

[0038] Step 32: Determine the order of the coordinates of the four conflict points and determine the conflict zone Z according to the result of the order determination. I,J The conflict zone entry point and conflict zone exit point.

[0039] In an optional embodiment, the order determination of the coordinates of the four conflict points of the straight-moving vehicle or the straight-tracked pedal in step 32 includes:

[0040] Get the intersection entry point and intersection exit point of the vehicle or rail board;

[0041] When the horizontal coordinates of the intersection entry point and the intersection exit point are equal, the order is determined by the vertical coordinates of the intersection entry point and the intersection exit point; if the vertical coordinate of the intersection entry point is greater than the vertical coordinate of the intersection exit point, the conflict point with the smallest vertical coordinate among the four conflict point coordinates is used as the conflict area entry point, and the conflict point with the largest vertical coordinate among the four conflict point coordinates is used as the conflict area exit point; if the vertical coordinate of the intersection entry point is less than the vertical coordinate of the intersection exit point, the conflict point with the largest vertical coordinate among the four conflict point coordinates is used as the conflict area entry point, and the conflict point with the smallest vertical coordinate among the four conflict point coordinates is used as the conflict area exit point;

[0042] When the ordinates of the intersection entry point and the intersection exit point are equal, the order is determined based on the abscissas of the intersection entry point and the intersection exit point.

[0043] In an optional embodiment, the order determination of the coordinates of the four conflict points of the turning vehicle in step 32 includes:

[0044] The angle θ between the conflict point and the steering center is obtained, and the angle θ is determined:

[0045] When the vehicle's route is to turn left, the conflict point corresponding to the minimum value of tanθ is taken as the entry point of the conflict area, and the conflict point corresponding to the maximum value of tanθ is taken as the exit point of the conflict area;

[0046] When the vehicle's running route is a right turn, the conflict point corresponding to the maximum value of tanθ is taken as the entry point of the conflict area, and the conflict point corresponding to the minimum value of tanθ is taken as the exit point of the conflict area.

[0047] In an optional embodiment, the order determination of the coordinates of the four conflict points of the inclined rail pedal in step 32 includes:

[0048] Construct a vertical line equation of the running route equation of the inclined rail pedal, bring the coordinates of the four conflict points into the vertical line equation for calculation, and obtain the intercept expression of the vertical line of the conflict point on the y-axis;

[0049] When the track pedal runs from the third quadrant to the first quadrant of the coordinate axis or from the fourth quadrant to the second quadrant of the coordinate axis, the conflict point corresponding to the minimum value of the intercept expression is used as the entry point of the conflict area, and the conflict point corresponding to the maximum value of the intercept expression is used as the exit point of the conflict area;

[0050] When the rail pedal runs from the first quadrant to the third quadrant of the coordinate axis or from the second quadrant to the fourth quadrant of the coordinate axis, the conflict point corresponding to the maximum value of the intercept expression is used as the entry point of the conflict area, and the conflict point corresponding to the minimum value of the intercept expression is used as the exit point of the conflict area.

[0051] In an optional embodiment, the driving state information and the street crossing information are calculated based on the conflict zone to obtain the safe speed of the vehicle passing through the intersection, including:

[0052] Calculate the running time of the vehicle in the intersection control zone and the entry time and exit time of the vehicle in the intersection conflict zone, and establish a safe passage time constraint condition for the vehicle in the conflict zone according to the running time, the entry time and the exit time;

[0053] Based on the safe travel time constraint condition, the driving state information and the street crossing information are calculated to obtain a safe speed range for the vehicle to pass through the intersection;

[0054] Based on the following constraint condition, the driving state information and the street crossing information are calculated to obtain the safe following speed range of the vehicle;

[0055] Based on the restriction of the length of the control area, the driving state information and the street crossing information are calculated to obtain the adjusted speed range of the vehicle;

[0056] The intersection of the safe speed range, safe following speed range, and adjusted speed range for vehicles passing through an intersection is taken as the safe speed range for vehicles passing through an intersection.

[0057] In an optional embodiment, the driving state information and the street crossing information are calculated based on the conflict zone to obtain the safe time for the rail pedal to enter the intersection, which includes:

[0058] Calculate the entry time and exit time of the rail pedal P in the conflict zone of the intersection, and establish a safe passage time constraint condition for the rail pedal P in the conflict zone according to the entry time and the exit time;

[0059] Based on the safe passage time constraint condition, the safe passage time range of the rail pedal P in each conflict zone in the intersection is calculated in sequence, and the safe passage time range of each conflict zone is taken as the intersection to obtain the safe time range Φ of the rail pedal P passing through the entire intersection. Pt .

[0060] In an optional embodiment, the goal of minimizing the delay in crossing the intersection in step 5 includes: minimizing the delay in crossing the intersection for vehicles and minimizing the delay in crossing the intersection for pedestrians;

[0061] The goal is to minimize the delay of vehicles passing through the intersection and set the safe speed of vehicle K passing through the intersection to maxv KA , v KA ∈Φ Kv , Φ Kv is the safe speed range for vehicle K to pass through the intersection;

[0062] The goal is to minimize the delay of pedestrian crossing the intersection and set the safe time for the rail board P to enter the intersection as mint PA , t PA ∈Φ Pt , Φ Pt It is the safe time range for the rail pedal P to pass through the entire intersection. Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0063] Compared with the prior art, the present invention enables pedestrians crossing intersections no longer to be restricted by the control of traditional traffic lights. Through the cloud control center, vehicles and pedestrians at unsignalized intersections are intelligently and collaboratively managed, thereby solving the problem of conflicts between vehicles and pedestrians crossing intersections. On the basic premise of ensuring the safety of traffic at intersections, vehicles in all directions can pass through intersections without stopping, while meeting the needs of pedestrians crossing the street, helping to fully utilize the time and space resources of intersections, reduce traffic delays for vehicles and pedestrians at intersections, improve traffic efficiency at road intersections, and avoid traffic congestion. BRIEF DESCRIPTION OF THE DRAWINGS

[0064] In order to more clearly illustrate the technical solutions of the exemplary embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and should not be regarded as limiting the scope. For those of ordinary skill in the art, other relevant drawings can be obtained based on these drawings without creative work. In the drawings:

[0065] Figure 1 A schematic diagram of the coordinated control of vehicles and pedestrians at a non-stop intersection provided by an embodiment of the present invention;

[0066] Figure 2 A schematic diagram of the conflict zone between vehicles and rail pedals at an intersection provided in an embodiment of the present invention.

[0067] Figure 3 A schematic diagram of solving the intersection conflict zone provided by an embodiment of the present invention;

[0068] Figure 4 A schematic diagram of determining the entry and exit points of a conflict zone provided by an embodiment of the present invention;

[0069] Figure 5 A flowchart of the collaborative management and control of vehicles and pedestrians in a cloud control center provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0070] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below in conjunction with embodiments and drawings. The exemplary embodiments of the present invention and their description are only used to explain the present invention and are not intended to limit the present invention.

[0071] Example 1

[0072] like Figure 5 As shown, a pedestrian crossing control method at a non-stop intersection based on a track pedal comprises the following steps:

[0073] Step 1: Set up an intersection control area, set up a crossing point at each corner of the intersection, set up two opposite crossing tracks between every two crossing points, and set up rail pedals for carrying pedestrians across the street.

[0074] like Figure 1 As shown, the vehicle entrance road section of the intersection is set as the control area, a street crossing station is set at each corner of the intersection, two opposite street crossing tracks are set between the street crossing stations, and a rail pedal is placed at each street crossing station to carry pedestrians across the street.

[0075] Before entering the control area, vehicles must change to the guide lane, and vehicles are prohibited from changing lanes and overtaking in the control area. The control area of ​​the cloud control center includes the intersection control area, pedestrian crossing station and the interior of the intersection. The crossing station is equipped with a crossing button. The width of each crossing track is set to 0.5 meters, and the interval between two adjacent crossing tracks is 0.25 meters. The height of the crossing track is flush with the intersection road surface. When there is no rail pedal running, the crossing track will not affect the normal passage of vehicles at the intersection. The length and width of the rail pedal are both set to 0.5 meters. In the initial state, each crossing station has 3 rail pedals, and each rail pedal is set to carry only one pedestrian. When a pedestrian needs to cross the street, the rail pedal runs at a uniform speed on the crossing track between the crossing stations at the intersection, and stops at the crossing station after the operation. It should be noted that the number of rail pedals deployed at each crossing station at the intersection is planned and adjusted according to the actual traffic conditions and intersection scale of different intersections.

[0076] Step 2: Establish the plane rectangular coordinate system of the intersection based on the lane layout and geometric information of the intersection, and establish the vehicle running route equations and rail pedal running route equations in all directions of the intersection.

[0077] like Figure 2 As shown, taking a cross intersection as an example, a plane rectangular coordinate system is established with the center axis of the intersection as the horizontal and vertical coordinates.

[0078] In an optional embodiment, establishing the vehicle running route equations in each direction of the intersection in step 2 includes:

[0079] For straight-moving vehicles, when the running route of the straight-moving vehicle is parallel to the Y-axis of the rectangular coordinate system of the intersection plane, the left boundary line equation and the right boundary line equation of the vehicle running route are established as follows:

[0080]

[0081] In the above formula, X L and X R They represent the boundary values ​​of the left and right boundary lines of the vehicle's route, l represents the width of the intersection lane, and l g Indicates the width of the central dividing strip of the intersection, m V Indicates the number of lanes between the vehicle lane and the central dividing strip of the intersection, l V Indicates the width of the vehicle running track, K X It is a binary variable used to indicate the direction of the vehicle along the X-axis;

[0082] When the running route of the straight vehicle is parallel to the X-axis of the rectangular coordinate system of the intersection plane, the left boundary line equation and the right boundary line equation of the vehicle running route are established as follows:

[0083]

[0084] In the above formula, Y L and Y R They represent the boundary values ​​of the left and right boundary line equations of the vehicle running route, K Y It is a binary variable used to indicate the direction of the vehicle along the Y axis;

[0085] For a turning vehicle, a vehicle running route of the turning vehicle is established based on the arc motion, and the left boundary line equation and the right boundary line equation of the vehicle running route of the turning vehicle are established as follows:

[0086]

[0087] In the above formula, (x0, y0) represents the coordinates of the vehicle's steering center, r L and r R They represent the turning radius of the left and right boundary lines of the vehicle's running route, l P represents the width of the sidewalk at the intersection, m' represents the number of lanes between the lane where the turning vehicle is located and the center of the turning circle, l g Indicates the width of the central dividing strip of the intersection, l' g Indicates the width of the dividing strip between the lane and the sidewalk, K Z1 , K Z2 , K Z3 , K Z4 They are binary variables used to represent the turning orientation of the vehicle in the coordinate system.

[0088] For straight-moving vehicles, when the vehicle's running route in the intersection area is parallel to the Y axis (such as routes M4 and M 10 ), if the vehicle's running route is in the positive direction of the X axis (such as route M 10 ), K X =1; if the vehicle's route is in the negative direction of the X axis (such as route M4), K X = -1;

[0089] When the vehicle's running route in the intersection area is parallel to the X axis (such as routes M1 and M7), if the vehicle's running route is in the positive direction of the Y axis (such as route M1), K Y =1; if the vehicle's route is in the negative direction of the Y axis (such as route M7), K Y =-1.

[0090] For turning vehicles that do not run parallel to the coordinate axis (such as routes M2 and M3), circular motion is used to deduce the turning vehicle running route at the intersection, where K Z1 and K Z2 The value of is 1 or -1 according to the quadrant where the vehicle's turning center is located (if the turning center is in the first quadrant, then K Z1 =1, K Z2 =1; the center of the turning circle is in the third quadrant, then K Z1 =-1, K Z2 =-1); when the vehicle's route is to turn left, K Z3 =1, K Z4 =1; when the vehicle is turning right, K Z3 =0, K Z4 =-1.

[0091] In an optional embodiment, establishing the running route equations of the rail pedals in each direction of the intersection in step 2 comprises the following steps:

[0092] It is defined that the track pedal runs in a clockwise direction as the upward route, and runs in a counterclockwise direction as the downward route;

[0093] For a straight rail pedal, when the running route of the straight rail pedal is parallel to the Y axis, the left boundary line equation and the right boundary line equation of the running route of the rail pedal are established as follows:

[0094]

[0095] When the running route of the straight rail pedal is parallel to the X-axis, the left boundary line equation and the right boundary line equation of the running route of the rail pedal are established as follows:

[0096]

[0097] In the above formula, x L and x R They represent the boundary values ​​of the left and right boundary line equations of the running path of the rail pedal, y L and R Respectively represent the boundary values ​​of the left and right boundary line equations of the running path of the rail pedal, m F Indicates the number of lanes between the crossing track where the rail pedal is located and the central dividing strip of the intersection, K' X , K' Y , K'1, K'2 are binary variables used to indicate the running direction of the rail pedal;

[0098] For inclined rail treads, the left boundary line equation and the right boundary line equation of the rail tread running route are constructed as follows:

[0099]

[0100] In the above formula, l” g It represents the width of the dividing strip between two adjacent crossing tracks, l F Indicates the width of the running track of the rail pedal, K' Z , K' Z1 , K' Z2 , K' Z3 Both are binary variables used to indicate the running direction of the rail pedals.

[0101] Among them, the rail pedal is defined as the upward route when it runs in the clockwise direction (such as routes N1, N3, N5, N7), and the downward route when it runs in the counterclockwise direction (such as routes N2, N4, N6, N8). For the straight rail pedal running parallel to the coordinate axis, when the running route of the rail pedal in the intersection area is parallel to the Y axis (such as routes N1, N2, N5, N6), when the running route of the rail pedal in the intersection area is parallel to the X axis (such as routes N3, N4, N7, N8). When the running direction of the rail pedal is the positive direction of the X axis (such as routes N3, N8), K' X =1; when the running direction of the rail pedal is the negative direction of the X axis (such as routes N4 and N7), K' X = -1; when the running direction of the track pedal is the positive direction of the Y axis (such as routes N1 and N6), K' Y =1; when the running direction of the rail pedal is the negative direction of the Y axis (such as routes N2 and N5), K' Y =-1; when the rail pedal runs in the upward direction, K'1=1, K'2=0; when the rail pedal runs in the downward direction, K'1=0, K'2=1.

[0102] For inclined rail pedals that do not run parallel to the coordinate axis (such as routes N9, N 10 、N11 、N 12 ), when the track pedal is running between the first and third quadrants of the coordinate axis (such as route N9, N 10 ), K' Z =1, K' Z2 =1, K' Z3 = 0; when the track pedal is running between the second and fourth quadrants of the coordinate axis (such as route N 11 、N 12 ), K' Z = -1, K' Z2 =0, K' Z3 = 1. When the track pedal runs from the third quadrant to the first quadrant of the coordinate axis or from the fourth quadrant to the second quadrant of the coordinate axis (such as routes N9, N 12 ), K' Z1 =1; when the track pedal is running from the first quadrant to the third quadrant of the coordinate axis or from the second quadrant to the fourth quadrant of the coordinate axis (such as route N 10 、N 11 ), K' Z1 =-1.

[0103] Step 3: Determine the conflict point coordinates of each conflict zone of the intersection based on the vehicle running route equation and the rail pedal running route equation, and determine the entry point and exit point of the conflict zone according to the conflict point coordinates.

[0104] In an optional embodiment, step 3 includes the following steps:

[0105] Step 31: Obtain the boundary line equation of the vehicle running route in the I direction and the boundary line equation of the vehicle running route in the J direction, and combine the two boundary line equations to obtain the conflict area Z I,J The coordinates of the four conflict points above; among them, ρ λ Indicates conflict zone Z I,J The coordinates of the last four collision points (x λ ,y λ ), λ={1,2,3,4}.

[0106] like Figure 3 As shown in the figure, it is assumed that there is a conflict between vehicles in the intersection I and J directions, with Z I,J represents the conflict zone between vehicles in direction I and vehicles in direction J, ρ λ Indicates conflict zone Z I,J The coordinates of the last four collision points (x λ ,y λ ), λ={1,2,3,4},Y IL and Y IR They represent the left boundary line equation and the right boundary line equation of the vehicle running route in direction I, respectively. JLand Y JR They represent the left boundary line equation and the right boundary line equation of the vehicle running route in the J direction respectively. The boundary line equations of the vehicle running routes in the two conflicting directions are combined to obtain

[0107]

[0108] The symbol ⊕ indicates the combination of two boundary line equations.

[0109] Step 32: Determine the order of the coordinates of the four conflict points and determine the conflict zone Z according to the result of the order determination. I,J The conflict zone entry point and conflict zone exit point.

[0110] In order to allow vehicles to pass through the conflict zone safely, it is necessary to determine the order of passage of the conflict points of vehicles in different directions, that is, to determine the entry and exit points of the vehicles in the conflict zone.

[0111] In an optional embodiment, the order determination of the coordinates of the four conflict points of the straight-moving vehicle or the straight-tracked pedal in step 32 includes:

[0112] Get the intersection entry point and intersection exit point of the vehicle or rail board;

[0113] When the horizontal coordinates of the intersection entry point and the intersection exit point are equal, the order is determined by the vertical coordinates of the intersection entry point and the intersection exit point; if the vertical coordinate of the intersection entry point is greater than the vertical coordinate of the intersection exit point, the conflict point with the smallest vertical coordinate among the four conflict point coordinates is used as the conflict area entry point, and the conflict point with the largest vertical coordinate among the four conflict point coordinates is used as the conflict area exit point; if the vertical coordinate of the intersection entry point is less than the vertical coordinate of the intersection exit point, the conflict point with the largest vertical coordinate among the four conflict point coordinates is used as the conflict area entry point, and the conflict point with the smallest vertical coordinate among the four conflict point coordinates is used as the conflict area exit point;

[0114] When the ordinates of the intersection entry point and the intersection exit point are equal, the order is determined based on the abscissas of the intersection entry point and the intersection exit point.

[0115] like Figure 4 As shown in the figure, when a vehicle at an intersection passes through a conflict zone in the running direction, the first conflict point it passes through is the entry point of the conflict zone, represented by ρ a (x a ,y a ) indicates that the last conflict point is the exit point of the conflict zone, and ρ e (x e ,y e ) indicates that the other two conflict points are intermediate points. Therefore, considering the conflict zone occupation time, each conflict zone Z can be occupied by only the entry point ρa and exit point ρ e These two conflict points are represented as follows:

[0116] Z={ρ a ,ρ e}a,e∈λ,a≠e

[0117] The order of passing the conflict point of straight-moving vehicles or straight-moving rail pedals can be determined according to the direction of the vehicle's travel, using ρ A (x A ,y A ) represents the entry point of the vehicle or rail board at the intersection, ρ E (x E ,y E ) indicates the exit point of a vehicle or rail board at an intersection.

[0118] When x A =x E When , the order of conflict points can be determined according to the ordinate value of the conflict point, such as Figure 4 As shown in the conflict zone ①, if y A <y E As the vehicle or rail track moves, the vertical coordinate value y of the conflict point passed λ will become larger and larger, then the conflict zone enters point ρ a for y λ The conflict point corresponding to the minimum value, the conflict zone exit point ρ e for y λ The conflict point corresponding to the maximum value is:

[0119] ρ a =ρ λλ =minyλ

[0120] ρ e =ρ λλ =maxyλ

[0121] If y A >y E As the vehicle or rail track moves, the vertical coordinate value y of the conflict point passed λ will become smaller and smaller, then the conflict zone enters point ρ a for y λ The conflict point corresponding to the maximum value, the exit point of the conflict area ρ e for y λ The conflict point corresponding to the minimum value.

[0122] When A =y E When , the order of conflict points can be determined according to the horizontal coordinate value of the conflict point, such as Figure 4 As shown in the conflict area ②.A <x E As the vehicle or rail track moves, the horizontal coordinate value x of the conflict point passed λ will become larger and larger, then the conflict zone enters point ρ a For x λ The conflict point corresponding to the minimum value, the conflict zone exit point ρ e For x λ The conflict point corresponding to the maximum value is:

[0123]

[0124] If x A >x E As the vehicle or rail track moves, the horizontal coordinate value x of the conflict point passed λ will become smaller and smaller, then the conflict zone enters point ρ a For x λ The conflict point corresponding to the maximum value, the exit point of the conflict area ρ e For x λ The conflict point corresponding to the minimum value.

[0125] Furthermore, if y λ or x λ When the maximum value is taken, it corresponds to two conflict points, that is, the straight-moving vehicle or the straight-moving rail pedal passes through two conflict points at the same time when entering or exiting the conflict area, such as Figure 4 The conflict point on the left boundary line of the running route is taken as the entry point of the conflict zone ρ a , the conflict point on the right boundary line is taken as the exit point of the conflict zone ρ e .

[0126] In an optional embodiment, the order determination of the coordinates of the four conflict points of the turning vehicle in step 32 includes:

[0127] The angle θ between the conflict point and the steering center is obtained, and the angle θ is determined:

[0128] When the vehicle's route is to turn left, the conflict point corresponding to the minimum value of tanθ is taken as the entry point of the conflict area, and the conflict point corresponding to the maximum value of tanθ is taken as the exit point of the conflict area;

[0129] When the vehicle's running route is a right turn, the conflict point corresponding to the maximum value of tanθ is taken as the entry point of the conflict area, and the conflict point corresponding to the minimum value of tanθ is taken as the exit point of the conflict area.

[0130] It should be noted that the order of passing the conflict point of the turning vehicle can be determined according to the angle θ between the conflict point and the turning center (x0, y0), let:

[0131]

[0132] When the vehicle's route is to turn left, Figure 4 As shown in the conflict zone ④. As the vehicle moves forward, the value of tanθ will become larger and larger, and the conflict zone entry point ρ a is the conflict point corresponding to the minimum value of tanθ, and the exit point of the conflict area is ρ e is the conflict point corresponding to the maximum value of tanθ, that is:

[0133] ρ a =ρ λλ＝mintanθ

[0134] ρ a =ρ λλ＝maxtanθ

[0135] Similarly, when the vehicle's route is to turn right, Figure 4 As shown in the conflict zone ⑤. As the vehicle moves forward, the value of tanθ will become smaller and smaller, and the conflict zone entry point ρ a is the conflict point corresponding to the maximum value of tanθ, and the exit point of the conflict area is ρ e It is the conflict point corresponding to the minimum value of tanθ.

[0136] In an optional embodiment, the order determination of the coordinates of the four conflict points of the inclined rail pedal in step 32 includes:

[0137] Construct a vertical line equation of the running route equation of the inclined rail pedal, bring the coordinates of the four conflict points into the vertical line equation for calculation, and obtain the intercept expression of the vertical line of the conflict point on the y-axis;

[0138] When the track pedal runs from the third quadrant to the first quadrant of the coordinate axis or from the fourth quadrant to the second quadrant of the coordinate axis, the conflict point corresponding to the minimum value of the intercept expression is used as the entry point of the conflict area, and the conflict point corresponding to the maximum value of the intercept expression is used as the exit point of the conflict area;

[0139] When the rail pedal runs from the first quadrant to the third quadrant of the coordinate axis or from the second quadrant to the fourth quadrant of the coordinate axis, the conflict point corresponding to the maximum value of the intercept expression is used as the entry point of the conflict area, and the conflict point corresponding to the minimum value of the intercept expression is used as the exit point of the conflict area.

[0140] It should be noted that the order of passing the conflict points of the inclined rail pedal can be determined according to the vertical line equation of the running route, such as Figure 4 As shown in the conflict zone ⑥. Let Y┴ represent the vertical line equation of the inclined rail pedal running route, b┴ is the intercept of the vertical line Y┴ on the y-axis, and Y ┴ The expression is:

[0141] y F =-K' Z x F +b ⊥

[0142] The conflict point coordinates (x λ ,y λ ) into the expression of Y┴, the intercept expression of the vertical line passing through the conflict point on the y-axis is obtained as follows:

[0143] b ⊥ =K' Z x λ +y λ

[0144] When the track pedal runs from the third quadrant of the coordinate axis to the first quadrant or from the fourth quadrant of the coordinate axis to the second quadrant (such as routes N9, N 12 ), as the track moves forward, the value of b┴ will become larger and larger, and the conflict zone entry point ρ a is the conflict point corresponding to the minimum value of b┴, and the exit point of the conflict area ρ e The conflict point corresponding to the maximum value of b┴, that is:

[0145]

[0146]

[0147] Similarly, when the track pedal runs from the first quadrant to the third quadrant of the coordinate axis or from the second quadrant to the fourth quadrant of the coordinate axis (such as route N 10 、N 11 ), as the track moves, the value of b┴ will become smaller and smaller, and the conflict zone entry point ρ a is the conflict point corresponding to the maximum value of b┴, and the exit point of the conflict zone ρ e The conflict point corresponding to when b┴ takes the minimum value.

[0148] Step 4: Obtain the driving status information of the vehicle when entering the intersection control area and the crossing information of the pedestrian when arriving at the intersection crossing point.

[0149] Among them, when a vehicle enters the intersection control area, the driving status information is transmitted to the intersection cloud control center in real time, including the driving direction, the time of arrival at the intersection control area, the initial speed and acceleration; when a pedestrian arrives at the intersection crossing point, the crossing button is triggered and the crossing information is input to the cloud control center, including the crossing direction and the time of triggering the crossing button.

[0150] Step 5: With the goal of minimizing the delay at the intersection, the driving status information and street crossing information are calculated based on the conflict zone to obtain the safe speed of the vehicle passing through the intersection and the safe time for the rail pedal to enter the intersection.

[0151] In an optional embodiment, the driving state information and the street crossing information are calculated based on the conflict zone to obtain the safe speed of the vehicle passing through the intersection, including:

[0152] Calculate the running time of the vehicle in the intersection control zone and the entry time and exit time of the vehicle in the intersection conflict zone, and establish a safe passage time constraint condition for the vehicle in the conflict zone according to the running time, the entry time and the exit time;

[0153] Based on the safe travel time constraint condition, the driving state information and the street crossing information are calculated to obtain a safe speed range for the vehicle to pass through the intersection;

[0154] Based on the following constraint condition, the driving state information and the street crossing information are calculated to obtain the safe following speed range of the vehicle;

[0155] Based on the restriction of the length of the control area, the driving state information and the street crossing information are calculated to obtain the adjusted speed range of the vehicle;

[0156] The intersection of the safe speed range, safe following speed range, and adjusted speed range for vehicles passing through an intersection is taken as the safe speed range for vehicles passing through an intersection.

[0157] It should be noted that t K0 , K0 、v K0 They represent the time, position and speed of vehicle K when it arrives at the control area; t KA , KA 、v KA They represent the time, position and speed of vehicle K when it enters the intersection; and They represent the positions where vehicle K enters and leaves the εth conflict zone in the intersection; and They represent the time when vehicle K enters and leaves the εth conflict zone in the intersection; λ represents the number of conflict zones of vehicle K in the intersection; a K Indicates the acceleration of vehicle K when adjusting speed; d K represents the geometric length of vehicle K; represents the conflict queue of vehicle K in the εth conflict zone of the intersection, t Ma and t Me Respectively represent the conflict queue V M Time of entry and exit from the conflict zone.

[0158] The running time of vehicle K in the control area:

[0159]

[0160] The entry and exit times of vehicle K at the εth conflict zone of the intersection are:

[0161]

[0162] In the above formula and Both are the same as v KA Related functions.

[0163] The safe travel time constraint of vehicle K in the εth conflict zone is as follows:

[0164] (1) Vehicle K is at the head of the conflicting queue, Vehicle V H Leaving the conflict zone before reaching it:

[0165]

[0166] (2) Vehicle K in the conflict queue V M After leaving the conflict zone, arrive at the conflict zone, in V M+1 Leaving the conflict zone before reaching it:

[0167]

[0168] (3) Vehicle K is at the end of the conflicting queue. W Arriving at the conflict zone after leaving it:

[0169]

[0170] Vehicle K can achieve the conflict queue by passing through the conflict zone when the vehicle K meets one of the above three conditions. The conflict resolution can then be used to obtain the safe speed range of vehicle K in the εth conflict zone.

[0171] Similarly, the safe travel time range of vehicle K in each conflict zone in the intersection can be obtained in turn, and then the intersection of them can be taken to obtain the safe speed range of vehicle K passing through the entire intersection.

[0172]

[0173] The safe speed of a vehicle passing through an intersection is constrained by the speed of the vehicle ahead in the same lane, and is calculated as follows:

[0174] Vehicle K cannot rear-end collide with vehicle K' in the same lane while passing through the intersection, so the following constraint is that the time when vehicle K leaves the intersection must be later than the time when vehicle K' leaves the intersection, that is:

[0175]

[0176] From this, we can obtain the safe following speed range Φ' of vehicle K Kv .

[0177] The safe speed of vehicles passing through the intersection is restricted by the length of the control area, and the calculation method is as follows:

[0178] The vehicle must have completed the speed adjustment before entering the intersection, so the speed of vehicle K when entering the intersection is v KA It is constrained by the length of the regulatory region, namely:

[0179]

[0180] From this, the adjustment speed range of vehicle K can be obtained

[0181] The safe speed range of the vehicle passing the intersection can be obtained by taking the intersection of the safe speed range, safe following speed range, and adjusted speed range. Kv :

[0182]

[0183] Furthermore, with the goal of minimizing the delay of vehicles passing through the intersection, the safe speed of vehicle K passing through the intersection is maxv KA , v KA ∈Φ Kv .

[0184] In an optional embodiment, the driving state information and the street crossing information are calculated based on the conflict zone to obtain the safe time for the rail pedal to enter the intersection, which includes:

[0185] Calculate the entry time and exit time of the rail pedal P in the conflict zone of the intersection, and establish a safe passage time constraint condition for the rail pedal P in the conflict zone according to the entry time and the exit time;

[0186] Based on the safe passage time constraint condition, the safe passage time range of the rail pedal P in each conflict zone in the intersection is calculated in sequence, and the safe passage time range of each conflict zone is taken as the intersection to obtain the safe time range Φ of the rail pedal P passing through the entire intersection. Pt .

[0187] In an optional embodiment, the safe passage time constraint condition of the tracked pedal P in the ξth conflict zone is established as follows:

[0188] The rail board P is in the conflict queue head car V H The constraint equation for leaving the conflict zone before reaching the conflict zone is:

[0189] ξ∈[1,χ]

[0190] In the above formula, represents the departure time of the track board P at the intersection’s ξth conflict zone, t Ha V is the head vehicle of the conflicting queue H The time of entering the conflict zone, χ represents the number of conflict zones of the tracked pedal P in the intersection;

[0191] The V of the track pedal P in the conflict queue M After leaving the conflict zone, the V in the conflict queue M+1 The constraint equation for leaving the conflict zone before reaching the conflict zone is as follows:

[0192]

[0193] In the above formula, represents the time when the track board P enters the ξth conflict zone at the intersection, t Me Indicates the conflict queue V M Time to leave the conflict zone, t (M+1)a Indicates the conflict queue V M+1 Time of entry into the conflict zone;

[0194] The rail board P is at the end of the conflicting queue V W The constraint equation for reaching the conflict zone after leaving the conflict zone is as follows:

[0195] ξ∈[1,χ]

[0196] In the above formula, t We Indicates the last car in the conflict queue V W Time to leave the conflict zone.

[0197] It should be noted that setting ρ PA and ρ PE They respectively represent the positions where the rail pedal P enters and leaves the intersection; and They represent the positions where the rail board P enters and leaves the ξth conflict zone in the intersection; t PA and t PE They represent the time when the rail board P enters and leaves the intersection respectively; and They represent the time when the rail board P enters and leaves the ξth conflict zone in the intersection; χ represents the number of conflict zones of the rail board P in the intersection; v P Indicates the running speed of the rail pedal P; d P represents the geometric length of the railed pedal P; represents the conflict queue of the rail board P in the ξth conflict zone of the intersection, t Ma and t Me Respectively represent the conflict queue V M times of entry and exit from the conflict zone;

[0198] The entry and exit times of the track board P at the ξth conflict zone of the intersection:

[0199]

[0200] In the above formula and Both are the same as t PA Related functions.

[0201] The travel time of the rail pedal P in the ξth conflict zone meets one of the above three conditions, and the conflict queue can be achieved. The conflict resolution can then be used to obtain the safe travel time range of the rail pedal P in the ξth conflict zone. Similarly, the safe travel time range of the rail pedal P in each conflict zone in the intersection can be obtained in turn, and then the intersection of them can be obtained to obtain the safe time range Φ of the rail pedal P passing through the entire intersection Pt :

[0202]

[0203] Furthermore, with the goal of minimizing the delay of pedestrians crossing the intersection, the safe time for the rail board P to enter the intersection is mint PA , t PA ∈Φ Pt .

[0204] Step 6: After the vehicle receives the command information fed back from the cloud control center, it adjusts the speed in the control area with uniform speed motion. When the vehicle adjusts to the target speed, it maintains a uniform speed through the intersection. After the crossing point receives the command information fed back from the cloud control center, it dispatches rail pedals to carry pedestrians through the intersection at a uniform speed within a safe time window.

[0205] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A pedestrian crossing control method at a non-stop intersection based on a track pedal, characterized in that: The steps include: Step 1: Set up an intersection control area, set up a street crossing station at each corner of the intersection, set up two opposite street crossing tracks between every two street crossing stations, and set up a rail pedal for carrying pedestrians to cross the street; wherein the height of the street crossing track is flush with the road surface of the intersection, and when the rail pedal is not in operation, the vehicle is not affected by the street crossing track and can pass normally at the intersection; the length and width of the rail pedal are both set to 0.5 meters, and each rail pedal is set to carry only one pedestrian; Step 2: Establish a plane rectangular coordinate system for the intersection based on the lane layout and geometric information of the intersection, and establish the vehicle running route equations and the rail pedal running route equations in each direction of the intersection; Step 3: determining the conflict point coordinates of each conflict zone of the intersection based on the vehicle running route equation and the rail pedal running route equation, and determining the entry point and exit point of the conflict zone according to the conflict point coordinates; Step 4: Acquire the driving status information of the vehicle when entering the intersection control area and the crossing information of the pedestrian when arriving at the intersection crossing point; Step 5: With the goal of minimizing the delay at the intersection, the driving status information and the street crossing information are calculated based on the conflict zone to obtain the safe speed of the vehicle passing through the intersection and the safe time for the track pedal to enter the intersection; Among them, the driving status information and the street crossing information are calculated based on the conflict zone to obtain the safe speed of the vehicle passing through the intersection, including: Calculate the running time of the vehicle in the intersection control zone and the entry time and exit time of the vehicle in the intersection conflict zone, and establish a safe passage time constraint condition for the vehicle in the conflict zone according to the running time, the entry time and the exit time; Based on the safe travel time constraint condition, the driving state information and the street crossing information are calculated to obtain a safe speed range for the vehicle to pass through the intersection; Based on the following constraint condition, the driving state information and the street crossing information are calculated to obtain the safe following speed range of the vehicle; Based on the restriction of the length of the control area, the driving state information and the street crossing information are calculated to obtain the adjusted speed range of the vehicle; The intersection of the safe speed range, the safe following speed range, and the adjusted speed range for vehicles passing through the intersection is taken as the safe speed range for vehicles passing through the intersection; Based on the conflict zone, the driving status information and the street crossing information are calculated to obtain the safe time for the rail pedal to enter the intersection, including: Calculate the entry time and exit time of the rail pedal P in the conflict zone of the intersection, and establish a safe passage time constraint condition for the rail pedal P in the conflict zone according to the entry time and the exit time; Based on the safe passage time constraint condition, the safe passage time range of the rail pedal P in each conflict zone in the intersection is calculated in sequence, and the safe passage time range of each conflict zone is taken as the intersection to obtain the safe time range Φ of the rail pedal P passing through the entire intersection. Pt ; In step 5, minimizing the delay at the intersection as a goal includes: minimizing the delay at the intersection for vehicles as a goal and minimizing the delay at the intersection for pedestrians to cross the street as a goal; The goal is to minimize the delay of vehicles passing through the intersection and set the safe speed of vehicle K passing through the intersection to maxv KA , v KA ∈Φ Kv , Φ Kv is the safe speed range for vehicle K to pass through the intersection; The goal is to minimize the delay of pedestrian crossing the intersection and set the safe time for the rail board P to enter the intersection as mint PA , t PA ∈Φ Pt , Φ Pt It is the safe time range for the rail pedal P to pass through the entire intersection.

2. The method for controlling pedestrian crossing at a non-stop intersection based on a track pedal according to claim 1 is characterized in that: The step 2 of establishing the vehicle running route equations in each direction of the intersection includes: For straight-moving vehicles, when the running route of the straight-moving vehicle is parallel to the Y-axis of the rectangular coordinate system of the intersection plane, the left boundary line equation and the right boundary line equation of the vehicle running route are established as follows: In the above formula, X L and X R They represent the boundary values ​​of the left and right boundary lines of the vehicle's route, l represents the width of the intersection lane, and l g Indicates the width of the central dividing strip of the intersection, m V Indicates the number of lanes between the vehicle lane and the central dividing strip of the intersection, l V Indicates the width of the vehicle running track, K X It is a binary variable used to indicate the direction of the vehicle along the X-axis; When the running route of the straight vehicle is parallel to the X-axis of the rectangular coordinate system of the intersection plane, the left boundary line equation and the right boundary line equation of the vehicle running route are established as follows: In the above formula, Y L and Y R They represent the boundary values ​​of the left and right boundary line equations of the vehicle running route, K Y It is a binary variable used to indicate the direction of the vehicle along the Y axis; For a turning vehicle, a vehicle running route of the turning vehicle is established based on the arc motion, and the left boundary line equation and the right boundary line equation of the vehicle running route of the turning vehicle are established as follows: In the above formula, (x0, y0) represents the coordinates of the vehicle's steering center, r L and r R They represent the turning radius of the left and right boundary lines of the vehicle's running route, l P Indicates the width of the sidewalk at the intersection, m ’ Indicates the number of lanes between the lane where the turning vehicle is located and the center of the turning circle, l g Indicates the width of the central dividing strip of the intersection, l' g Indicates the width of the dividing strip between the lane and the sidewalk, K Z1 , K Z2 , K Z3 , K Z4 They are binary variables used to represent the turning orientation of the vehicle in the coordinate system.

3. The method for controlling pedestrian crossing at a non-stop intersection based on a track pedal according to claim 2 is characterized in that: The step 2 of establishing the running route equations of the track pedals in each direction of the intersection includes the following steps: It is defined that the track pedal runs in a clockwise direction as the upward route, and runs in a counterclockwise direction as the downward route; For a straight rail pedal, when the running route of the straight rail pedal is parallel to the Y axis, the left boundary line equation and the right boundary line equation of the running route of the rail pedal are established as follows: When the running route of the straight rail pedal is parallel to the X-axis, the left boundary line equation and the right boundary line equation of the running route of the rail pedal are established as follows: In the above formula, x L and x R They represent the boundary values ​​of the left and right boundary line equations of the running track of the rail pedal, y L and R Respectively represent the boundary values ​​of the left and right boundary line equations of the running path of the rail pedal, m F Indicates the number of lanes between the crossing track where the rail pedal is located and the central dividing strip of the intersection, K ’ X , K ’ Y , K ’ 1. K ’ 2 are binary variables, used to indicate the running direction of the rail pedal; For inclined rail treads, the left boundary line equation and the right boundary line equation of the rail tread running route are constructed as follows: In the above formula, l” g It represents the width of the dividing strip between two adjacent crossing tracks, l F Indicates the width of the running track of the rail pedal, K ’ Z , K ’ Z1 , K ’ Z2 , K ’ Z3 Both are binary variables used to indicate the running direction of the rail pedals.

4. The method for controlling pedestrian crossing at a non-stop intersection based on a track pedal according to claim 1, characterized in that: The step 3 comprises the following steps: Step 31: Obtain the boundary line equation of the vehicle or rail pedal running route in direction I and the boundary line equation of the vehicle or rail pedal running route in direction J, and combine the two boundary line equations to obtain the conflict zone Z I,J Coordinates of the last 4 conflict points; Step 32: Determine the order of the coordinates of the four conflict points and determine the conflict zone Z according to the result of the order determination. I,J conflict zone entry point and conflict zone exit point.

5. The method for controlling pedestrian crossing at a non-stop intersection based on a track pedal according to claim 4 is characterized in that: The step 32 of determining the order of the coordinates of the four conflict points of the straight-moving vehicle or the straight-tracked platform includes: Get the intersection entry point and intersection exit point of the vehicle or rail board; When the horizontal coordinates of the intersection entry point and the intersection exit point are equal, the order is determined by the vertical coordinates of the intersection entry point and the intersection exit point; if the vertical coordinate of the intersection entry point is greater than the vertical coordinate of the intersection exit point, the conflict point with the largest vertical coordinate among the four conflict point coordinates is used as the conflict area entry point, and the conflict point with the smallest vertical coordinate among the four conflict point coordinates is used as the conflict area exit point; if the vertical coordinate of the intersection entry point is less than the vertical coordinate of the intersection exit point, the conflict point with the smallest vertical coordinate among the four conflict point coordinates is used as the conflict area entry point, and the conflict point with the largest vertical coordinate among the four conflict point coordinates is used as the conflict area exit point; When the ordinates of the intersection entry point and the intersection exit point are equal, the order is determined based on the abscissas of the intersection entry point and the intersection exit point.

6. The method for controlling pedestrian crossing at a non-stop intersection based on a track pedal according to claim 4 is characterized in that: The step 32 of determining the order of the coordinates of the four conflict points of the turning vehicle includes: The angle θ between the conflict point and the steering center is obtained, and the angle θ is determined: When the vehicle's running route is to turn left or right, the conflict point corresponding to the minimum value of tanθ is taken as the entry point of the conflict area, and the conflict point corresponding to the maximum value of tanθ is taken as the exit point of the conflict area.

7. The method for controlling pedestrian crossing at a non-stop intersection based on a track pedal according to claim 4 is characterized in that: The step 32 of sequentially determining the coordinates of the four conflict points of the oblique rail pedal comprises: Construct a vertical line equation of the running route equation of the inclined rail pedal, bring the coordinates of the four conflict points into the vertical line equation for calculation, and obtain the intercept expression of the vertical line of the conflict point on the y-axis; When the track pedal runs from the third quadrant to the first quadrant of the coordinate axis or from the fourth quadrant to the second quadrant of the coordinate axis, the conflict point corresponding to the minimum value of the intercept expression is used as the entry point of the conflict area, and the conflict point corresponding to the maximum value of the intercept expression is used as the exit point of the conflict area; When the rail pedal runs from the first quadrant to the third quadrant of the coordinate axis or from the second quadrant to the fourth quadrant of the coordinate axis, the conflict point corresponding to the maximum value of the intercept expression is used as the entry point of the conflict area, and the conflict point corresponding to the minimum value of the intercept expression is used as the exit point of the conflict area.

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