Coordination control method for cars and street-crossing pedestrians on road section
By optimizing the signal matching design of pedestrian crosswalks and combining the phase projection interval between vehicles and pedestrians, the problem of difficulty in taking into account the traffic benefits of cars and pedestrians across the streets in the existing technology is solved, and the safety and efficiency of urban road traffic is improved.
Patent Information
- Application Number
- CN202411075067.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-08-07
- Publication Date
- 2024-12-10
AI Technical Summary
In the existing technology, in coordinating the signal control of cars and pedestrians across the street, it is difficult to take into account the traffic of straight traffic and pedestrians across the street, turning left and pedestrians across the street, especially when turning left and pedestrians across the street, the demand for pedestrians across the street is relatively high. In large quantities, the traffic effect is poor, resulting in a decrease in traffic safety and efficiency.
By determining the phase time of the crosswalk, combining the two-way straight phase and the left-turn phase projection interval, the signal timing scheme is selected, and the pedestrian signal timing design is optimized to ensure coordinated control between vehicles and pedestrians, and to improve the safety and efficiency of urban road traffic.
It realizes coordinated control between vehicles and pedestrians, improves the traffic efficiency and safety of urban roads, takes into account the needs of left-turn traffic and pedestrian traffic on the road section, reduces the complexity of solution optimization, and improves the efficiency of signal control.
Smart Images
Figure CN119107822A_ABST
Abstract
Description
Technical Field
[0001] The invention belongs to the technical field of coordinated control of road traffic signals, and in particular relates to a coordinated control method for cars and pedestrians crossing a road section. Background Art
[0002] When there is a crosswalk between adjacent signalized intersections, there will be traffic conflicts between the straight and left-turning vehicles at the upstream intersection and the pedestrians crossing the street, leading to traffic safety issues. If the crosswalk signal lights are not set properly, it will easily lead to a decrease in vehicle traffic efficiency, an increase in pedestrian waiting time, and even pedestrians running red lights due to long waiting time. Therefore, how to design a signal timing plan that can take into account the straight-moving vehicles, left-turning vehicles, and pedestrians crossing the street is an important means to improve the efficiency of traffic signal control.
[0003] At present, the research on green wave coordination control of adjacent signalized intersections mainly focuses on how to increase the green wave bandwidth of cars. In the scenario involving pedestrians crossing the road section, it usually focuses on improving the traffic efficiency of straight-moving traffic on the main road, and rarely considers the traffic efficiency of left-turning traffic at the upstream intersection and pedestrians crossing the road section. In particular, when the traffic demand of left-turning traffic and pedestrians crossing the road section is large, the existing technical methods are difficult to take into account the overall traffic efficiency of upstream straight-moving traffic, upstream left-turning traffic, and pedestrians crossing the road section.
[0004] Therefore, how to optimize the signal timing scheme of pedestrian crossings based on the signal timing schemes of adjacent intersections and the pedestrian crossing constraints of road section crosswalks to form a method that can simultaneously coordinate the control of cars and pedestrians crossing the road section, achieve green wave passage for cars going straight and turning left, and safe crossing of pedestrians crossing the road section, has important research significance and application value for further improving the design method of urban traffic signal control. Summary of the invention
[0005] The main purpose of the present invention is to overcome the shortcomings and deficiencies of the prior art and to provide a coordinated control method for cars and pedestrians crossing the road section, so as to take into account the green wave passage of cars going straight and turning left and the safe crossing of pedestrians crossing the road section, thereby improving the safety and efficiency of urban road traffic operation.
[0006] In order to achieve the above object, the present invention adopts the following technical solutions:
[0007] The present invention provides a coordinated control method for cars and pedestrians crossing a road section, comprising the following steps:
[0008] S1. Determine the phase time of the vehicle at the pedestrian crossing according to the optional scheme of the adjacent intersection, wherein the phase time of the vehicle at the pedestrian crossing is determined: S11. Determine the projection time of the phase of the upstream straight-in and left-turning vehicles at the pedestrian crossing; S12. Determine the phase time of the vehicle at the pedestrian crossing according to the projection interval of the two-way straight-in phase and the left-turn phase;
[0009] S2. Determine the pedestrian phase constraint conditions and the pedestrian phase time of the crosswalk, and select the signal timing scheme based on the phase constraint conditions and the phase time;
[0010] S3. Determine the number of pedestrian crossings and the time during which pedestrians can cross the street within a signal cycle;
[0011] S4. Determine the optimal signal timing design for pedestrian crossings on the road section.
[0012] As a preferred technical solution, the step S11 is specifically as follows:
[0013] Without considering the influence of the crosswalk signal timing design scheme, the conventional green wave coordination design method is used to determine the optional coordinated control schemes for the straight-incoming traffic at adjacent intersections.
[0014] In the same signal cycle, the starting time and ending time of the phase of the straight-going traffic flow at the upstream intersection I1 in the upward direction are T SS1 With T SE1 The starting and ending times of the phase of the left-turning vehicle flow are T LS1 With T LE1 The starting and ending times of the phase of the straight-going traffic flow at the upstream intersection I2 in the downlink direction are and The starting and ending times of the phase of left-turn traffic are and
[0015] In the upward direction, according to the straight phase of the upstream intersection I1 and its travel time t to the crosswalk S , calculate the starting time T of its projection on the crosswalk SS and the end time T SE and the straight phase time t GS They are:
[0016] T SS =T SS1 +t S , T SE =T SE1 +t S , t GS =T SE -T SS
[0017] In the upward direction, according to the left turn phase of the upstream intersection I1 and its travel time to the crosswalk t L , calculate the starting time T of its projection on the crosswalk LS and the end time T LE and the left turn phase time t GL They are:
[0018] T LS =T LS1 +t L , T LE =T LE1 +t L , t GL =T LE -T LS
[0019] In the down direction, according to the straight phase of the upstream intersection I2 and its travel time to the crosswalk Calculate the starting time of its projection on the crosswalk And the end time and the straight phase time They are:
[0020]
[0021] In the down direction, according to the left turn phase of the upstream intersection I2 and its travel time to the crosswalk Calculate the starting time of its projection on the crosswalk And the end time and left turn phase time They are:
[0022]
[0023] T SS As the reference time point, by adding or subtracting a number of common signal cycles C, T SE , T LS , T LE , and Transform to time interval [T SS ,T SS +C) within;
[0024] For the straight phase in the uplink direction, its projection interval is r S For [T SS ,T SE );
[0025] For the left turn phase in the uplink direction, if T LE =TSS , its projection interval r L For [T LS ,T SS +C), on the contrary, its projection interval r L For [T LS ,T LE );
[0026] For the downlink direction straight phase, if Its projection interval for like Its projection interval for
[0027] For the left turn phase in the downlink direction, if Its projection interval for like Its projection interval for
[0028] As a preferred technical solution, step S12 is specifically as follows:
[0029] In order to consider the coordination control requirements of left-turning vehicles at the crosswalk of the road section, the crosswalk vehicle phase time is determined according to the following four situations:
[0030] Scenario 1: Consider coordinating the two-way straight-in traffic flow and the two-way left-turning traffic flow;
[0031] For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S The left-turn phase projection interval r L The union of r = r S ∪r L ; Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval Left turn phase projection interval The union of
[0032] For a single crossing, the pedestrian crossing vehicle phase time interval R is the union of the straight phase projection interval and the left turn phase projection interval in both the upward and downward directions.
[0033] Scenario 2: Consider coordinating the bidirectional straight-moving traffic and the left-turning traffic in the upward direction;
[0034] For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction.S The left-turn phase projection interval r L The union of r = r S ∪r L ; Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval Complementary left turn phase time The projection interval The union of like and Projection interval like and like Projection interval
[0035] For a single crossing, the pedestrian crossing vehicle phase time interval R is the phase time interval r of the pedestrian crossing vehicle in the upward direction and the phase time interval r of the pedestrian crossing vehicle in the downward direction. The union of
[0036] Scenario 3: Consider coordinating the bidirectional straight-through traffic and the left-turning traffic in the downward direction;
[0037] For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S The time t of the left turn phase before it GL The projection interval r L * The union of r = r S ∪r L * , r L * =[T SS +Ct GL ,T SS +C); Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval Left turn phase projection interval The union of
[0038] For a single crossing, the pedestrian crossing vehicle phase time interval R is the phase time interval r of the pedestrian crossing vehicle in the upward direction and the phase time interval r of the pedestrian crossing vehicle in the downward direction. The union of
[0039] Scenario 4: Only consider coordinating the two-way straight-through traffic flow;
[0040] For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S The time t of the left turn phase before it GL The projection interval r L * The union of r = r S ∪r L * , r L * =[T SS +Ct GL ,T SS +C); Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval Complementary left turn phase time The projection interval The union of like and Projection interval like and like Projection interval
[0041] For a single crossing, the pedestrian crossing vehicle phase time interval R is the phase time interval r of the pedestrian crossing vehicle in the upward direction and the phase time interval r of the pedestrian crossing vehicle in the downward direction. The union of
[0042] The pedestrian crossing vehicle phase time setting schemes for the above four situations are all added to the pedestrian crossing signal timing scheme optional set S.
[0043] As a preferred technical solution, in step S2, the pedestrian phase constraint condition of the crosswalk is determined as follows:
[0044] Considering the need for pedestrians to cross the street safely, for the secondary crossing form, the minimum phase time required for the pedestrian phase i on the upside crosswalk is for:
[0045]
[0046] In the formula, t Ei is the time required for all pedestrians waiting for the pedestrian phase i to enter the crosswalk in the upward direction; l is the length of the crosswalk in the upward direction; v P The speed for pedestrians crossing the street;
[0047] The minimum phase time required for pedestrian phase j at the downlink crosswalk for:
[0048]
[0049] In the formula, is the time required for all waiting pedestrians at pedestrian phase j of the downlink crosswalk to enter the crosswalk; is the length of the pedestrian crossing in the downward direction;
[0050] For a single crossing, the minimum phase time of the pedestrian phase k at a two-way crosswalk for:
[0051]
[0052] In the formula, t EAk is the time required for all waiting pedestrians in phase k of a two-way crosswalk to enter the crosswalk; l A It is the total length of the two-way pedestrian crossing.
[0053] As a preferred technical solution, in step S2, the determination of the pedestrian phase time at the crosswalk is specifically as follows:
[0054] For each signal timing scheme in the optional set S, its pedestrian phase time interval is the complement of the vehicle phase time interval. Suppose the vehicle phase time intervals of a scheme are [T VS1 ,T VE1 ),[T VS2 ,T VE2 ),…,[T VSn-1 ,T VEn-1 ),[T VSn ,T VEn ), then the pedestrian phase time interval is [T VEn -C,T VS1 ),[T VE1 ,T VS2 ),…,[T VEn-1 ,T VSn );For the secondary crossing form, the corresponding pedestrian phase time in the upward direction is t Pi , the pedestrian phase time in the downlink direction is For a single crossing, the corresponding pedestrian phase time is t PAk .
[0055] As a preferred technical solution, in step S2, the signal timing scheme is screened based on the phase constraint condition and the phase time, specifically:
[0056] According to the minimum phase time constraint of pedestrians at the crosswalk, determine whether each signal timing scheme meets the requirements; for the secondary crossing form, if the phase time of each pedestrian in the upward direction is t PiBoth are less than their minimum phase time Or the phase time of each pedestrian in the downlink direction Both are less than their minimum phase time Then delete the scheme from the optional set S; otherwise, keep the scheme; for a single crossing form, if the phase time t of each pedestrian PAk Both are less than the minimum phase time Then delete the scheme from the optional set S; otherwise, keep the scheme; after screening, a new signal timing scheme optional set S is formed * .
[0057] As a preferred technical solution, step S3 is specifically as follows:
[0058] For the quadratic crossing form, the number of pedestrian crossing times n in the upward direction within a signal cycle is taken as the number of pedestrian phases that meet the minimum phase time constraint condition in the upward direction, and the pedestrian crossing time t P The sum of all pedestrian phase times that meet the minimum phase time constraint in the upward direction; the number of times pedestrians in the downward direction can cross the street in one signal cycle The number of pedestrian phases that meet the minimum phase time constraint in the downlink direction is taken as the pedestrian crossing time. The sum of all pedestrian phase times that meet the minimum phase time constraint in the downlink direction is taken as the phase time of all pedestrians that do not meet the minimum phase time constraint. The phases of all pedestrians that do not meet the minimum phase time constraint are adjusted to the vehicle phase. The number of times a pedestrian can cross the street in a signal cycle is n. A Take the smaller value of the number of times pedestrians can cross the street in the upward and downward directions. Pedestrian crossing time t A Take the smaller value of the number of times pedestrians can cross the street in the upward and downward directions.
[0059] For a single crossing, the number of pedestrian crossing times n within a signal cycle is taken as the number of pedestrian phases that meet the minimum phase time constraint condition, and the pedestrian crossing time t P It is taken as the sum of all pedestrian phase times that meet the minimum phase time constraint, and all pedestrian phases that do not meet the minimum phase time constraint are adjusted to vehicle phases.
[0060] As a preferred technical solution, step S4 is specifically as follows:
[0061] For the optional set S *Among all the signal timing schemes in the above, the optimal signal timing design scheme is selected in the order of priority of scenario 1 "considering the coordination of two-way straight-in traffic and two-way left-turning traffic", scenario 2 "considering the coordination of two-way straight-in traffic and left-turning traffic in the upward direction", scenario 3 "considering the coordination of two-way straight-in traffic and left-turning traffic in the downward direction", and scenario 4 "considering only the coordination of two-way straight-in traffic". The signal timing design scheme with a large number of coordinated controlled traffic is selected first, and then the signal timing design scheme with a large number of coordinated controlled traffic is selected;
[0062] In the same situation, the optimal signal timing design scheme is selected according to the priority order of the number of times pedestrians can cross the street and the time they can cross the street. The signal timing design scheme with a large number of times pedestrians can cross the street is selected first, and then the signal timing design scheme with a long time for pedestrians to cross the street is selected.
[0063] Compared with the prior art, the present invention has the following advantages and beneficial effects:
[0064] (1) The present invention comprehensively considers the coordination effect of upstream straight-moving traffic and left-turning traffic as well as the safety requirements of pedestrians crossing the crosswalk, realizes the coordinated control between vehicles and pedestrians, and improves the traffic efficiency and safety of urban roads.
[0065] (2) The present invention solves the signal timing scheme for pedestrian crossings and intersections step by step. On the basis of ensuring the green wave coordinated control effect of two-way through traffic, it can take into account the needs of left-turn traffic and pedestrian traffic on the road section. At the same time, it also reduces the complexity of scheme optimization and improves the efficiency of scheme solving.
[0066] (3) The present invention is applicable to two types of crossing: single crossing and double crossing. Corresponding pedestrian crossing signal timing schemes can be designed for different crossing modes, providing a reference basis for the optimization of pedestrian crossing forms on road sections. BRIEF DESCRIPTION OF THE DRAWINGS
[0067] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.
[0068] Figure 1 This is a flow chart of a coordinated control method for cars and pedestrians crossing a road section according to an embodiment of the present invention;
[0069] Figure 2 It is a time distance diagram of the optimization scheme of a single street crossing form of the present invention;
[0070] Figure 3 It is the time distance diagram of the optimization scheme of the secondary street crossing form of the present invention. DETAILED DESCRIPTION
[0071] In order to enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present application.
[0072] Reference to "embodiments" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments.
[0073] like Figure 1 As shown, this embodiment provides a coordinated control method for cars and pedestrians crossing a road section, including the following steps:
[0074] S1. Determine the phase time of vehicles at the pedestrian crossing based on the available options at adjacent intersections;
[0075] Furthermore, step S1 is specifically as follows:
[0076] S11. Determine the projection time of the upstream straight-in and left-turning vehicle flows at the crosswalk;
[0077] Without considering the influence of the timing design scheme of pedestrian crossing signals, the conventional green wave coordination design method is used to determine the optional coordinated control schemes for straight-incoming traffic at adjacent intersections.
[0078] Assume that within the same signal cycle, the start time and end time of the phase (straight phase) of the straight-through traffic flow at the upstream intersection I1 in the upward direction are T SS1 With T SE1 The starting time and ending time of the phase (left turn phase) of the left-turning vehicle flow are T LS1 With T LE1 The starting time and ending time of the phase (straight phase) of the straight-going traffic flow at the upstream intersection I2 in the downlink direction are and The starting time and ending time of the phase (left turn phase) of the left-turning traffic flow are and
[0079] In the upward direction, according to the straight phase of the upstream intersection I1 and its travel time t to the crosswalk S , we can calculate the starting time T of its projection on the crosswalk SS and the end time T SE and the straight phase time t GS They are:
[0080] T SS =T SS1 +t S , T SE =T SE1 +t S , t GS =T SE -T SS
[0081] In the upward direction, according to the left turn phase of the upstream intersection I1 and its travel time to the crosswalk t L , we can calculate the starting time T of its projection on the crosswalk LS and the end time T LE and the left turn phase time t GL They are:
[0082] T LS =T LS1 +t L , T LE =T LE1 +t L , t GL =T LE -T LS
[0083] In the down direction, according to the straight phase of the upstream intersection I2 and its travel time to the crosswalk The starting time of its projection on the crosswalk can be calculated And the end time and the straight phase time They are:
[0084]
[0085] In the down direction, according to the left turn phase of the upstream intersection I2 and its travel time to the crosswalk The starting time of its projection on the crosswalk can be calculated And the end time and left turn phase time They are:
[0086]
[0087] TSS As the reference time point, by adding or subtracting a number of common signal cycles C, T SE , T LS , T LE , and Transform to time interval [T SS ,T SS +C).
[0088] For the straight phase in the uplink direction, its projection interval is r S For [T SS ,T SE ).
[0089] For the left turn phase in the uplink direction, if T LE =T SS , its projection interval r L For [T LS ,T SS +C), on the contrary, its projection interval r L For [T LS ,T LE ).
[0090] For the downlink direction straight phase, if Its projection interval for like Its projection interval for
[0091] For the left turn phase in the downlink direction, if Its projection interval for like Its projection interval for
[0092] S12. Determine the crosswalk vehicle phase time according to the two-way straight phase and the left turn phase projection interval;
[0093] In order to consider the coordination control requirements of left-turning vehicles at the crosswalk of the road section, the crosswalk vehicle phase time is determined according to the following four situations:
[0094] Scenario 1: Consider coordinating the two-way straight-in traffic flow and the two-way left-turning traffic flow;
[0095] For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S The left-turn phase projection interval r L The union of r = r S ∪r L; Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval Left turn phase projection interval The union of
[0096] For a single crossing, the pedestrian crossing vehicle phase time interval R is the union of the straight phase projection interval and the left turn phase projection interval in both the upward and downward directions.
[0097] Scenario 2: Consider coordinating the bidirectional straight-moving traffic and the left-turning traffic in the upward direction;
[0098] For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S The left-turn phase projection interval r L The union of r = r S ∪r L ; Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval Complementary left turn phase time The projection interval The union of like and Projection interval like and like Projection interval
[0099] For a single crossing, the pedestrian crossing vehicle phase time interval R is the phase time interval r of the pedestrian crossing vehicle in the upward direction and the phase time interval r of the pedestrian crossing vehicle in the downward direction. The union of
[0100] Scenario 3: Consider coordinating the bidirectional straight-through traffic and the left-turning traffic in the downward direction;
[0101] For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S The time t of the left turn phase before it GL The projection interval r L * The union of r = r S ∪r L * , r L * =[TSS +Ct GL ,T SS +C); Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval Left turn phase projection interval The union of
[0102] For a single crossing, the pedestrian crossing vehicle phase time interval R is the phase time interval r of the pedestrian crossing vehicle in the upward direction and the phase time interval r of the pedestrian crossing vehicle in the downward direction. The union of
[0103] Scenario 4: Only consider coordinating the two-way straight-through traffic flow;
[0104] For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S The time t of the left turn phase before it GL The projection interval r L * The union of r = r S ∪r L * , r L * =[T SS +Ct GL ,T SS +C); Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval Complementary left turn phase time The projection interval The union of like and Projection interval like and like Projection interval
[0105] For a single crossing, the pedestrian crossing vehicle phase time interval R is the phase time interval r of the pedestrian crossing vehicle in the upward direction and the phase time interval r of the pedestrian crossing vehicle in the downward direction. The union of
[0106] The pedestrian crossing vehicle phase time setting schemes for the above four situations are all added to the pedestrian crossing signal timing scheme optional set S.
[0107] S2. Determine the pedestrian phase constraint conditions and the pedestrian phase time of the crosswalk, and select the signal timing scheme based on the phase constraint conditions and the phase time;
[0108] Furthermore, step S2 is specifically as follows:
[0109] S21. Determine the pedestrian phase constraints at the crosswalk:
[0110] Considering the need for pedestrians to cross the street safely, for the secondary crossing form, the minimum phase time required for the pedestrian phase i on the upside crosswalk is for:
[0111]
[0112] Where, t Ei is the time required for all pedestrians waiting for the pedestrian phase i to enter the crosswalk in the upward direction; l is the length of the crosswalk in the upward direction; v P The speed for pedestrians crossing the street.
[0113] The minimum phase time required for pedestrian phase j at the downlink crosswalk for:
[0114]
[0115] In the formula, is the time required for all waiting pedestrians at pedestrian phase j of the downlink crosswalk to enter the crosswalk; The length of the pedestrian crossing in the downward direction.
[0116] For a single crossing, the minimum phase time of the pedestrian phase k at a two-way crosswalk for:
[0117]
[0118] Where, t EAk is the time required for all waiting pedestrians in phase k of a two-way crosswalk to enter the crosswalk; l A It is the total length of the two-way pedestrian crossing.
[0119] S22. Determine the pedestrian phase time at the crosswalk;
[0120] For each signal timing scheme in the optional set S, its pedestrian phase time interval is the complement of the vehicle phase time interval. Assume that the vehicle phase time intervals of a scheme obtained according to step S1 are [T VS1 ,T VE1 ),[T VS2 ,T VE2 ),…,[T VSn-1 ,TVEn-1 ),[T VSn ,T VEn ), then the pedestrian phase time interval is [T VEn -C,T VS1 ),[T VE1 ,T VS2 ),…,[T VEn-1 ,T VSn ). For the double crossing form, the corresponding pedestrian phase time in the upward direction is t Pi , the pedestrian phase time in the downlink direction is For a single crossing, the corresponding pedestrian phase time is t PAk .
[0121] S23. Filtering signal timing scheme based on phase constraints and phase time;
[0122] According to the minimum phase time constraint of pedestrians at the crosswalk, determine whether each signal timing scheme meets the requirements. For the secondary crossing form, if the phase time of each pedestrian in the upward direction is t Pi Both are less than their minimum phase time Or the phase time of each pedestrian in the downlink direction Both are less than their minimum phase time Then delete the solution from the optional set S; otherwise, keep the solution. For a single crossing, if the phase time t PAk Both are less than the minimum phase time Then the scheme is deleted from the optional set S; otherwise, the scheme is retained. After screening, a new optional set S of signal timing schemes is formed. * .
[0123] S3. Determine the number of pedestrian crossings and the time during which pedestrians can cross the street within a signal cycle;
[0124] Furthermore, step S3 is specifically as follows:
[0125] For the quadratic crossing form, the number of pedestrian crossing times n in the upward direction within a signal cycle is taken as the number of pedestrian phases that meet the minimum phase time constraint condition in the upward direction, and the pedestrian crossing time t P The sum of all pedestrian phase times that meet the minimum phase time constraint in the upward direction; the number of times pedestrians in the downward direction can cross the street in one signal cycle The number of pedestrian phases that meet the minimum phase time constraint in the downlink direction is taken as the pedestrian crossing time. The sum of all pedestrian phase times that meet the minimum phase time constraint in the downlink direction is taken as the phase time of all pedestrians that do not meet the minimum phase time constraint. The phases of all pedestrians that do not meet the minimum phase time constraint are adjusted to the vehicle phase. The number of times a pedestrian can cross the street in one signal cycle is n ATake the smaller value of the number of times pedestrians can cross the street in the upward and downward directions. Pedestrian crossing time t A Take the smaller value of the number of times pedestrians can cross the street in the upward and downward directions.
[0126] For a single crossing, the number of pedestrian crossing times n within a signal cycle is taken as the number of pedestrian phases that meet the minimum phase time constraint condition, and the pedestrian crossing time t P The phase time of all pedestrians that meet the minimum phase time constraint is taken as the sum of all pedestrian phase times. All pedestrian phases that do not meet the minimum phase time constraint are adjusted to vehicle phases.
[0127] S4. Determine the optimal signal timing design for pedestrian crossings on the road section;
[0128] Furthermore, step S4 is specifically as follows:
[0129] For the optional set S * Among all the signal timing schemes in the above, the optimal signal timing design scheme is selected in the order of priority: scenario 1 "considering the coordination of two-way through traffic and two-way left-turn traffic", scenario 2 "considering the coordination of two-way through traffic and upward left-turn traffic", scenario 3 "considering the coordination of two-way through traffic and downward left-turn traffic", and scenario 4 "considering only the coordination of two-way through traffic", that is, the signal timing design scheme with the largest number of coordinated controlled traffic is selected as much as possible, and then the signal timing design scheme with the largest coordinated controlled traffic volume is selected.
[0130] In the same situation, the optimal signal timing design scheme is selected according to the priority order of the number of times pedestrians can cross the street and the time they can cross the street. That is, the signal timing design scheme with the largest number of times pedestrians can cross the street should be selected first, and then the signal timing design scheme with the longest time they can cross the street should be selected as much as possible.
[0131] In another more specific embodiment, the specific technical solution of the present application is as follows:
[0132] Assume that the adjacent intersections are located on a north-south main road, the upward direction is north to south, and the downward direction is south to north. The adjacent intersections from north to south are numbered I1 and I2. It is known that the distances between the intersection and the crosswalk in the upward direction are 270m and 270m, respectively, and the distances between the intersection and the crosswalk in the downward direction are 250m and 290m, respectively. The average speed of vehicles in both directions is 40km / h, and the traffic volume turning left in the downward direction is greater than that in the upward direction; the time required for all pedestrians waiting to enter the crosswalk is 7s, the length of the one-way crosswalk is about 10m, the total length of the two-way crosswalk is about 21m (the length of the safety island is about 1m), and the walking speed of pedestrians is about 1m / s.
[0133] Through the green wave coordinated control design of the intersection, it is determined that the public signal cycle is 100s, the intersection adopts a separate release mode, the phase sequence is NWSE, and the phase difference between I1 and I2 at the intersection is 0s and 50s respectively, with the starting time of the green light at the north entrance as the reference point. The time allocation ratio of each phase is shown in Table 1. The pedestrian crossing signal timing scheme designed according to this method is as follows.
[0134] Table 1 Phase time allocation ratio
[0135]
[0136] 1. Design of pedestrian crossing signal timing scheme for a single-crossing section;
[0137] Step 1: Determine the vehicle phase time of the pedestrian crossing based on the options available at adjacent intersections. Design a plan based on the determined common signal cycle (100s), intersection phase sequence (both NWSE) and phase difference (0s and 50s). The projection interval of the straight phase in the upward direction on the pedestrian crossing is calculated to be [24,54]s, and the projection interval of the left-turn phase in the pedestrian crossing is [74,94]s; the projection interval of the straight phase in the downward direction on the pedestrian crossing is [50,76]s, and the projection interval of the left-turn phase in the pedestrian crossing is [24,28]∪[103,124]s.
[0138] Considering the coordination of two-way straight-in traffic and two-way left-turning traffic (case 1), two-way straight-in traffic and left-turning traffic in the downward direction (case 2), two-way straight-in traffic and left-turning traffic in the upward direction (case 3), and only two-way straight-in traffic (case 4), the vehicle phase time intervals of the upward and downward directions of the crosswalk of the road section are calculated respectively, and the total two-way crosswalk vehicle phase time interval is determined, as shown in Table 2. The crosswalk vehicle phase time setting schemes for the four situations shown in Table 2 are added to the optional set S of crosswalk signal timing schemes.
[0139] Table 2 Vehicle phase time intervals of pedestrian crossings under different situations in a single crossing form (s)
[0140]
[0141] Step 2: Determine the pedestrian phase constraint conditions and time of the crosswalk and select the signal timing scheme. According to Table 2, the pedestrian phase time interval of the crosswalk under different situations can be determined, as shown in Table 3.
[0142] Table 3 Pedestrian phase time intervals and the number and time of pedestrian crossings under different situations
[0143]
[0144] The minimum phase time required for pedestrian phase is calculated based on the length of the crosswalk, which is 28s. By comparing the pedestrian phase time under different situations, it can be determined that the signal timing schemes corresponding to situations 1 and 2 do not meet the minimum pedestrian phase time requirements and need to be deleted; the signal timing schemes corresponding to situations 3 and 4 meet the minimum pedestrian phase time requirements, forming a new signal timing scheme optional set S * .
[0145] Step 3: Determine the number of pedestrian crossings and the time they can cross in a signal cycle. The number of pedestrian crossings and the time they can cross under different conditions are calculated, as shown in Table 3.
[0146] Step 4: Determine the optimal signal timing design scheme for the crosswalk on the road section. According to the priority order of situation 1, situation 2, situation 3 and situation 4, the optimal signal timing design scheme is selected as the signal timing scheme of situation 3, and its time distance diagram is as follows: Figure 2 shown.
[0147] 2. Design of pedestrian crossing signal timing scheme for sections with double crossing;
[0148] Step 1: Determine the vehicle phase time of the pedestrian crossing according to the optional schemes of the adjacent intersections. Similar to the calculation method of the single crossing form, the vehicle phase time intervals of the pedestrian crossing in the up and down directions of the road section are calculated for Situation 1, Situation 2, Situation 3, and Situation 4, respectively, as shown in Table 4. The pedestrian crossing vehicle phase time setting schemes for the four situations shown in Table 4 are added to the optional set S of pedestrian crossing signal timing schemes.
[0149] Table 4 Vehicle phase time intervals of pedestrian crossings under different situations in the secondary crossing form (s)
[0150]
[0151] Step 2: Determine the pedestrian phase constraint conditions and time of the crosswalk and select the signal timing scheme. According to Table 4, the pedestrian phase time interval of the crosswalk under different situations can be determined, as shown in Table 5.
[0152] Table 5 Pedestrian phase time intervals at crosswalks under different conditions (s)
[0153]
[0154] According to the length of the one-way crosswalk, the minimum phase time required for the pedestrian phase is 17s. The signal timing schemes corresponding to each situation meet the minimum pedestrian phase time requirements. The new signal timing scheme optional set S is obtained by retaining each scheme. * .
[0155] Step 3: Determine the number of pedestrian crossings and the time they can cross in a signal cycle. The number of pedestrian crossings and the time they can cross under different conditions are calculated, as shown in Table 6.
[0156] Table 6 Number of pedestrian crossings and time under different circumstances
[0157]
[0158] Step 4: Determine the optimal signal timing design scheme for the crosswalk on the road section. According to the priority order of scenario 1, scenario 2, scenario 3 and scenario 4, the optimal signal timing design scheme is selected as the signal timing scheme for scenario 1, and its time distance diagram is as follows: Figure 3 shown.
[0159] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the program can be stored in a non-volatile computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).
[0160] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.
[0161] The above embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited to the above embodiments. Any other changes, modifications, substitutions, combinations, and simplifications that do not deviate from the spirit and principles of the present invention should be equivalent replacement methods and are included in the protection scope of the present invention.
Claims
1. A coordinated control method for cars and pedestrians crossing a road section, characterized in that: The steps include: S1. Determine the crosswalk vehicle phase time based on the adjacent intersection options. The determination of the crosswalk vehicle phase time includes: S11. Determine the projected time of the upstream straight-through and left-turning traffic phases at the crosswalk; S12. Determine the crosswalk vehicle phase time based on the projected intervals of the two-way straight-through phase and the left-turn phase; S2. Determine the pedestrian phase constraints and the pedestrian phase time of the crosswalk, and select the signal timing scheme based on the phase constraints and the phase time; S3. Determine the number of pedestrian crossings and the time allowed for pedestrian crossing within a signal cycle; S4. Determine the optimal signal timing design for pedestrian crossings on the road section.
2. The coordinated control method for cars and pedestrians crossing a road section according to claim 1 is characterized in that: The step S11 is specifically as follows: Without considering the influence of the crosswalk signal timing design scheme, the conventional green wave coordination design method is used to determine the optional coordinated control schemes for through-going traffic at adjacent intersections. In the same signal cycle, the starting time and ending time of the phase of the straight-going traffic flow at the upstream intersection I1 in the upward direction are T SS1 With T SE1 The starting and ending times of the phase of the left-turning traffic flow are T LS1 With T LE1 The starting and ending times of the phase of the straight-going traffic flow at the upstream intersection I2 in the downlink direction are and The starting and ending times of the phase of left-turn traffic are and In the upward direction, according to the straight phase of the upstream intersection I1 and its travel time to the crosswalk t S , calculate the starting time T of its projection on the crosswalk SS and the end time T SE and the straight-through phase time t GS They are: T SS =T SS1 +t S ,T SE =T SE1 +t S ,t GS =T SE -T SS In the upward direction, according to the left-turn phase of the upstream intersection I1 and its travel time to the crosswalk t L , calculate the starting time T of its projection on the crosswalk LS and the end time T LE and the left turn phase time t GL They are: T LS =T LS1 +t L ,T LE =T LE1 +t L ,t GL =T LE -T LS In the down direction, according to the straight phase of the upstream intersection I2 and its travel time to the crosswalk Calculate the starting time of its projection on the crosswalk and the end moment and the straight-ahead phase time They are: In the down direction, according to the left turn phase of the upstream intersection I2 and its travel time to the crosswalk Calculate the starting time of its projection on the crosswalk and the end moment and left turn phase time They are: T SS As the reference time point, by adding or subtracting several common signal cycles C, T SE 、T LS 、T LE 、 and Transform to time interval [T SS ,T SS +C)inside; For the straight phase in the uplink direction, its projection interval is r S For [T SS ,T SE ); for The phase of the upward direction turns left, if T LE =T SS , its projection interval r L For [T LS ,T SS +C), on the contrary, its projection interval r L For [T LS ,T LE ); For the downlink direction straight phase, if Its projection interval for like Its projection interval for For the left turn phase in the downlink direction, if Its projection interval for like Its projection interval for 3. The coordinated control method for cars and pedestrians crossing a road section according to claim 1 is characterized in that: The step S12 is specifically as follows: The following four scenarios are used to determine the vehicle phase time at the crosswalk, depending on whether the coordinated control requirements of left-turning vehicles are considered: Scenario 1: Consider coordinating two-way straight-incoming traffic and two-way left-turning traffic; For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S and the left-turn phase projection interval r L The union of r = r S ∪r L ; Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval Left turn phase projection interval The union of For a single crossing, the pedestrian crossing vehicle phase time interval R is the union of the straight phase projection interval and the left-turn phase projection interval in both the upward and downward directions. Scenario 2: Consider coordinating the bidirectional straight-through traffic flow and the left-turning traffic flow in the upward direction; For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S and the left-turn phase projection interval r L The union of r = r S ∪r L ; Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval The time of the left turn phase before it The projection interval The union of like and Projection interval like and like Projection interval For a single crossing, the pedestrian crossing vehicle phase time interval R is the sum of the pedestrian crossing vehicle phase time interval r in the upward direction and the pedestrian crossing vehicle phase time interval r in the downward direction. The union of Scenario 3: Consider coordinating the bidirectional straight-through traffic flow and the downstream left-turning traffic flow; For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S The time of the left turn phase t GL The projection interval r L * The union of r = r S ∪r L * , r L * =[T SS +Ct GL ,T SS +C); Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval Left turn phase projection interval The union of For a single crossing, the pedestrian crossing vehicle phase time interval R is the sum of the pedestrian crossing vehicle phase time interval r in the upward direction and the pedestrian crossing vehicle phase time interval r in the downward direction. The union of Scenario 4: Only consider coordinating the two-way through traffic flow; For the secondary crossing form, the phase time interval r of the pedestrian crossing vehicle in the upward direction is the projection interval r of the straight phase in the upward direction. S The time of the left turn phase t GL The projection interval r L * The union of r = r S ∪r L * , r L * =[T SS +Ct GL ,T SS +C); Downward direction pedestrian crossing vehicle phase time interval is the downlink direction straight phase projection interval The time of the left turn phase before it The projection interval The union of like and Projection interval like and like Projection interval For a single crossing, the pedestrian crossing vehicle phase time interval R is the sum of the pedestrian crossing vehicle phase time interval r in the upward direction and the pedestrian crossing vehicle phase time interval r in the downward direction. The union of The pedestrian crossing vehicle phase time setting schemes for the above four situations are all added to the pedestrian crossing signal timing scheme optional set S.
4. The coordinated control method for cars and pedestrians crossing a road section according to claim 1 is characterized in that: In step S2, the pedestrian phase constraint condition at the crosswalk is determined as follows: Considering the need for pedestrians to cross the street safely, for the secondary crossing form, the minimum phase time required for the pedestrian phase i in the upgoing crosswalk is for: Where, t Ei is the time required for all waiting pedestrians in phase i of the upbound crosswalk to enter the crosswalk; l is the length of the upbound crosswalk; v P Pedestrian crossing speed; The minimum phase time required for pedestrian phase j at the downhill crosswalk for: Where, is the time required for all waiting pedestrians in the pedestrian phase j of the downhill crosswalk to enter the crosswalk; The length of the pedestrian crossing in the downward direction; For a single crossing, the minimum phase time of pedestrian phase k in a two-way crosswalk is for: Where, t EAk is the time required for all waiting pedestrians in phase k of a two-way crosswalk to enter the crosswalk; l A The total length of the two-way crosswalk.
5. The coordinated control method for cars and pedestrians crossing a road section according to claim 4 is characterized in that: In step S2, the pedestrian phase time at the crosswalk is determined as follows: For each signal timing scheme in the optional set S, its pedestrian phase time interval is the complement of the vehicle phase time interval. Let the vehicle phase time intervals of a scheme be [T VS1 ,T VE1 ),[T VS2 ,T VE2 ),…,[T VSn-1 ,T VEn-1 ),[T VSn ,T VEn ), then the pedestrian phase time interval is [T VEn -C,T VS1 ),[T VE1 ,T VS2 ),…,[T VEn-1 ,T VSn ); For the secondary crossing form, the corresponding pedestrian phase time in the upward direction is t Pi , the pedestrian phase time in the downlink direction is For a single crossing, the corresponding pedestrian phase time is t PAk .
6. The coordinated control method for cars and pedestrians crossing a road section according to claim 5, characterized in that: In step S2, the signal timing scheme is screened based on the phase constraint and phase time, specifically: According to the minimum phase time constraint of pedestrians at the crosswalk, it is determined whether each signal timing scheme meets the requirements; for the secondary crossing form, if the phase time of each pedestrian in the upward direction is t Pi Both are less than their minimum phase time Or the phase time of each pedestrian in the downlink direction Both are less than their minimum phase time Then delete the scheme from the optional set S; otherwise, keep the scheme; for a single crossing form, if the phase time t of each pedestrian is PAk Both are less than the minimum phase time Then delete the scheme from the optional set S; otherwise, keep the scheme; after screening, a new signal timing scheme optional set S is formed * .
7. The coordinated control method for cars and pedestrians crossing a road section according to claim 1 is characterized in that: The step S3 is specifically as follows: For the quadratic crossing form, the number of pedestrian crossing times n in the upward direction within a signal cycle is taken as the number of pedestrian phases that meet the minimum phase time constraint in the upward direction, and the pedestrian crossing time t P The sum of all pedestrian phase times that meet the minimum phase time constraint in the upward direction is taken as n; the number of pedestrians who can cross the street in the downward direction within a signal cycle is taken as the number of pedestrian phases that meet the minimum phase time constraint in the downward direction. The sum of all pedestrian phase times that meet the minimum phase time constraint in the downlink direction is taken as the phase time; all pedestrian phases that do not meet the minimum phase time constraint are adjusted to the vehicle phase; the number of pedestrians that can cross the street in one signal cycle is n A Take the smaller value of the number of times pedestrians can cross the street in the upward and downward directions. Pedestrian crossing time t A Take the smaller value of the number of times pedestrians can cross the street in the upward and downward directions. For a single crossing mode, the number of pedestrian crossing times n within a signal cycle is taken as the number of pedestrian phases that meet the minimum phase time constraint condition, and the pedestrian crossing time t P It is taken as the sum of all pedestrian phase times that meet the minimum phase time constraint. All pedestrian phases that do not meet the minimum phase time constraint are adjusted to vehicle phases.
8. The coordinated control method for cars and pedestrians crossing a road section according to claim 3 is characterized in that: The step S4 is specifically as follows: For the optional set S * Among all signal timing schemes in the above, the optimal signal timing design scheme is selected in the order of priority: Scenario 1: "Considering coordination between two-way through traffic and two-way left-turn traffic", Scenario 2: "Considering coordination between two-way through traffic and upbound left-turn traffic", Scenario 3: "Considering coordination between two-way through traffic and downbound left-turn traffic", and Scenario 4: "Considering only coordination between two-way through traffic". The signal timing design scheme with the largest number of coordinated traffic flows is selected first, followed by the signal timing design scheme with the largest number of coordinated traffic flows. In the same situation, the optimal signal timing design scheme is selected according to the priority of the number of times pedestrians can cross the street and the time when pedestrians can cross the street. The signal timing design scheme with more number of times pedestrians can cross the street is selected first, and then the signal timing design scheme with longer time when pedestrians can cross the street is selected.