Traffic control method and control equipment for coordinating intersection

Abstract

The invention discloses a traffic control method and control equipment for coordinating intersections. The method comprises the following steps: acquiring the driving-in flow and time occupancy of a first upstream intersection in a target road section and the queuing length of a first downstream intersection; determining a deadlock state index of the target road section; if the deadlock state index is greater than a first index threshold, calculating a compression ratio of a first upstream intersection and an adding and releasing ratio of a first downstream intersection, performing compression control on each intersection at the upstream of the target road section according to the compression ratio of the first upstream intersection, and performing adding and releasing control on each intersection at the downstream of the target road section according to the adding and releasing ratio of the first downstream intersection; after the compression control operation and the adding control operation are executed for a period of time, the recalculated deadlock state index is larger than a second index threshold value, and for a first phase of the first downstream intersection in the non-exit direction, coordination control is conducted on the first phase according to the relation between the first phase and a second phase in the exit direction. And the coordination optimization effect of the short-distance road section during congestion deadlock is improved.

Description

Technical Field

[0001] The present application relates to the field of intelligent traffic signal control, and in particular to a traffic control method and control device for a coordinated intersection. Background Art

[0002] In the process of traffic control, congestion and deadlock are more likely to occur on short-distance sections of the coordinated route. When such sections are deadlocked, the entire coordinated route becomes inefficient or stuck, which increases the workload of traffic police and poors the traffic experience of passers-by.

[0003] In the related technology, when faced with congestion and deadlock problems on short-distance roads, fixed-period coordination solutions, manual coordination by a command center, or manual command by traffic police are usually used to alleviate the deadlock problem. However, when humans intervene, the coordination effect of the coordination direction is usually interrupted, and relying on human experience, it is impossible to achieve automatic tuning and effectively curb the occurrence of deadlocks.

[0004] In addition, in the related technology, speed indicators are also used for optimization, but this solution has a time delay. When deadlock occurs, the optimization is no longer effective. Overflow control of a single intersection is also used to control the coordinated section, but this solution lacks overall coordination of multiple intersections and cannot effectively curb deadlock. The traffic efficiency of the coordinated section is poor during peak hours. Summary of the invention

[0005] In an exemplary embodiment of the present application, a traffic control method and control device for a coordinated intersection are provided to improve the coordination and optimization effect of a short-distance road section in congestion and deadlock, thereby improving traffic efficiency.

[0006] According to a first aspect of an exemplary embodiment, a method for coordinated traffic control at an intersection is provided, the method comprising at least the following steps:

[0007] Acquire control information of a target road section; wherein the congestion state of the target road section satisfies a deadlock condition, the road section length of the target road section is less than a set length threshold, and the control information includes an incoming flow rate and time occupancy rate of a first upstream intersection, and a queue length of a first downstream intersection; the first upstream intersection is an upstream intersection of two intersections constituting the target road section, and the first downstream intersection is a downstream intersection of two intersections constituting the target road section;

[0008] determining a deadlock state index of a target road section according to the control information;

[0009] If the deadlock state index is greater than the first index threshold, the compression ratio of the first upstream intersection and the increase / release ratio of the first downstream intersection are calculated, and compression control is performed on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and increase / release control is performed on each intersection downstream of the target section according to the increase / release ratio of the first downstream intersection;

[0010] After the compression control operation and the release control operation are executed for a period of time, if the recalculated deadlock state index is greater than the second index threshold, the first phase in the non-exit direction of the first downstream intersection is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction; wherein the second index threshold is greater than the first index threshold.

[0011] According to a second aspect of the exemplary implementation, there is provided a control device, including a processor and a memory;

[0012] Memory, configured to execute:

[0013] Storing control information of each road section;

[0014] A processor configured to execute:

[0015] Acquire control information of a target road section; wherein the congestion state of the target road section satisfies a deadlock condition, the road section length of the target road section is less than a set length threshold, and the control information includes an incoming flow rate and time occupancy rate of a first upstream intersection, and a queue length of a first downstream intersection; the first upstream intersection is an upstream intersection of two intersections constituting the target road section, and the first downstream intersection is a downstream intersection of two intersections constituting the target road section;

[0016] determining a deadlock state index of a target road section according to the control information;

[0017] If the deadlock state index is greater than the first index threshold, the compression ratio of the first upstream intersection and the increase / release ratio of the first downstream intersection are calculated, and compression control is performed on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and increase / release control is performed on each intersection downstream of the target section according to the increase / release ratio of the first downstream intersection;

[0018] After the compression control operation and the release control operation are executed for a period of time, if the recalculated deadlock state index is greater than the second index threshold, the first phase in the non-exit direction of the first downstream intersection is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction; wherein the second index threshold is greater than the first index threshold.

[0019] According to a third aspect of an exemplary embodiment, a traffic control device for a coordinated intersection is provided, comprising:

[0020] The acquisition unit is used to: acquire control information of a target road section; wherein the congestion state of the target road section satisfies a deadlock condition, the road section length of the target road section is less than a set length threshold, and the control information includes an incoming flow rate and time occupancy rate of a first upstream intersection, and a queue length of a first downstream intersection; the first upstream intersection is an upstream intersection of two intersections constituting the target road section, and the first downstream intersection is a downstream intersection of two intersections constituting the target road section;

[0021] A determination unit, configured to: determine a deadlock state index of a target road section according to the control information;

[0022] A calculation unit, configured to: if the deadlock state index is greater than a first index threshold, calculate a compression ratio of a first upstream intersection and a release ratio of a first downstream intersection, and perform compression control on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and perform release control on each intersection downstream of the target section according to the release ratio of the first downstream intersection;

[0023] The calculation unit is also used for: after the compression control operation and the release control operation are performed for a period of time, if the recalculated deadlock state index is greater than the second index threshold, then for the first phase in the non-exit direction of the first downstream intersection, the first phase is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction; wherein the second index threshold is greater than the first index threshold.

[0024] According to a fourth aspect of an exemplary implementation, a computer storage medium is provided, in which computer program instructions are stored. When the instructions are executed on a computer, the computer executes the method for coordinated intersection traffic control as described in the first aspect.

[0025] In the embodiment of the present application, when the target section meets the deadlock condition, the control information of the target section is obtained, and then the deadlock state index of the target section is calculated according to the control information. When the deadlock state index is greater than the first index threshold, the compression ratio of the first upstream intersection and the increase and release ratio of the first downstream intersection are calculated, and compression control is performed on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and increase and release control is performed on each intersection downstream of the target section according to the increase and release ratio of the first downstream intersection, and the coordination effect is evaluated in real time to further adjust the coordination scheme. Since the coordination scheme is periodic, if the recalculated deadlock state index is not alleviated after a period of time, and continues to increase to be greater than the second index threshold, a real-time adjustment scheme is adopted at this time to directly evacuate the congested vehicles in the non-exit phase of the first downstream intersection, specifically, for the first phase in the non-exit direction of the first downstream intersection, the first phase is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction. Therefore, real-time evaluation of the changes in the deadlock state index is used to determine the effect of the increase or decrease control or the compression control, and then to determine whether to adjust the optimization plan. This can coordinate the congestion and deadlock problems of short-distance sections on the route, perform adaptive optimization and truncation, effectively curb the occurrence of deadlocks, and improve the traffic efficiency of the coordinated lines. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] 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 paying creative labor.

[0027] Figure 1 An application scenario diagram of a traffic control method for a coordinated intersection provided by an embodiment of the present application is exemplarily shown;

[0028] Figure 2 A flow chart of a traffic control method for a coordinated intersection provided by an embodiment of the present application is exemplarily shown;

[0029] Figure 3 A schematic diagram of each road section of a deadlock control provided by an embodiment of the present application is exemplarily shown;

[0030] Figure 4 A flowchart of a method for calculating a deadlock state index of a lane provided in an embodiment of the present application is exemplarily shown;

[0031] Figure 5 A flowchart of a method for calculating a compression ratio of a first upstream intersection and a release ratio of a first downstream intersection provided by an embodiment of the present application is exemplarily shown;

[0032] Figure 6 A flowchart of a method for determining a maximum compression time provided by an embodiment of the present application is exemplarily shown;

[0033] Figure 7 An annular diagram of a phase release of a current cycle provided by an embodiment of the present application is exemplarily shown;

[0034] Figure 8 A schematic diagram of a traffic control system for a coordinated intersection provided by an embodiment of the present application is exemplarily shown;

[0035] Fig. 9 The schematic diagram of the structure of a traffic control device for a coordinated intersection provided in an embodiment of the present application is exemplarily shown;

[0036] Fig.10 A structural diagram of a control device provided in an embodiment of the present application is exemplarily shown. DETAILED DESCRIPTION

[0037] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, 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.

[0038] For ease of understanding, the terms involved in the embodiments of the present application are explained below:

[0039] (1) Deadlock refers to a congestion state. When the congestion is so severe that vehicles cannot pass through, it is called deadlock and can be measured by the level of congestion.

[0040] In view of the fact that the related technologies for handling the situation of traffic deadlocks that are prone to occur on short-distance sections are unable to effectively curb the occurrence of deadlocks, they are unable to effectively curb deadlocks, which leads to poor traffic efficiency on coordinated sections during peak hours.

[0041] To this end, the embodiment of the present application provides a traffic control method for a coordinated intersection, in which, when the target section meets the deadlock condition, the control information of the target section is obtained, and then the deadlock state index of the target section is calculated according to the control information. When the deadlock state index is greater than the first index threshold, the compression ratio of the first upstream intersection and the increase and release ratio of the first downstream intersection are calculated, and the compression control is performed on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and the increase and release control is performed on each intersection downstream of the target section according to the increase and release ratio of the first downstream intersection, and the coordination effect is determined in real time. Since the coordination scheme is periodic, if the recalculated deadlock state index is not alleviated after a period of time, and continues to increase to be greater than the second index threshold, a real-time adjustment scheme is adopted at this time, and the first phase of the non-exit direction of the first downstream intersection is coordinated and controlled according to the relationship between the first phase and the second phase of the exit direction, so as to avoid the deadlock problem from being unresolved for a long time, and the traffic efficiency of the entire coordinated route is adaptively optimized to achieve the effect of intelligent tuning; at the same time, the original control mode such as the traffic police manual center or on-site command is eliminated, and it has a high practical value for signal optimization.

[0042] After introducing the design ideas of the embodiments of the present application, the following briefly introduces the application scenarios to which the technical solutions of the embodiments of the present application can be applied. It should be noted that the application scenarios introduced below are only used to illustrate the embodiments of the present application and are not limited. In specific implementation, the technical solutions provided by the embodiments of the present application can be flexibly applied according to actual needs.

[0043] refer to Figure 1 , shows an application scenario diagram of a traffic control method for a coordinated intersection, where radar or video detectors are deployed at the entrance and exit of a road section where congestion and deadlock often occur, and the flow and time occupancy of the entrance detector and the queue length of the exit are collected according to the collection cycle. Figure 1 It can be seen that a deadlock has occurred in a certain section, which is called a deadlock section.

[0044] To further illustrate the technical solution provided by the embodiment of the present application, this is described in detail below in conjunction with the accompanying drawings and specific implementation methods. Although the embodiment of the present application provides the method operation steps shown in the following embodiments or drawings, more or fewer operation steps may be included in the method based on routine or no creative labor. In the steps where there is no necessary causal relationship logically, the execution order of these steps is not limited to the execution order provided in the embodiment of the present application.

[0045] Combine the following Figure 1 The application scenario shown is shown in Figure 2 A flow chart of a method for coordinating traffic control at an intersection is shown to illustrate the technical solution provided in an embodiment of the present application.

[0046] S201: Acquire control information of the target road section.

[0047] S202: Determine a deadlock state index of the target road section according to the control information.

[0048] S203: If the deadlock state index is greater than the first index threshold, the compression ratio of the first upstream intersection and the release ratio of the first downstream intersection are calculated, and compression control is performed on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and release control is performed on each intersection downstream of the target section according to the release ratio of the first downstream intersection.

[0049] S204: After the compression control operation and the release control operation are executed for a period of time, if the recalculated deadlock state index is greater than the second index threshold, the first phase in the non-exit direction of the first downstream intersection is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction.

[0050] In the embodiment of the present application, when the target section meets the deadlock condition, the control information of the target section is obtained, and then the deadlock state index of the target section is calculated according to the control information. When the deadlock state index is greater than the first index threshold, the compression ratio of the first upstream intersection and the increase and release ratio of the first downstream intersection are calculated, and compression control is performed on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and increase and release control is performed on each intersection downstream of the target section according to the increase and release ratio of the first downstream intersection, and the coordination effect is evaluated in real time to further adjust the coordination scheme. Since the coordination scheme is periodic, if the recalculated deadlock state index is not alleviated after a period of time, and continues to increase to be greater than the second index threshold, a real-time adjustment scheme is adopted at this time to directly evacuate the congested vehicles in the non-exit phase of the first downstream intersection, specifically, for the first phase in the non-exit direction of the first downstream intersection, the first phase is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction. Therefore, real-time evaluation of the changes in the deadlock state index is used to determine the effect of the increase or decrease control or the compression control, and then to determine whether to adjust the optimization plan. This can coordinate the congestion and deadlock problems of short-distance sections on the route, perform adaptive optimization and truncation, effectively curb the occurrence of deadlocks, and improve the traffic efficiency of the coordinated lines.

[0051] In S201, in the embodiment of the present application, the deadlock problem of short-distance sections is processed, so the research objects are all short-distance sections, that is, sections whose length is less than the set length threshold. For the convenience of description, the section of the research object is called the target section, and the congestion state of the target section meets the deadlock condition, where the deadlock condition can be that the congestion state level is greater than the set congestion level.

[0052] The control information of the target road section is obtained, wherein the control information includes the inbound flow and time occupancy rate of the first upstream intersection and the queue length of the first downstream intersection. It should be noted that the time occupancy rate of the first intersection is the time occupancy rate calculated based on the vehicles entering the first downstream intersection. For vehicles that do not enter the first downstream intersection, the embodiment of the application does not pay attention to it.

[0053] Exemplarily, the first upstream intersection is the upstream intersection of the two intersections constituting the target section, and the first downstream intersection is the downstream intersection of the two intersections constituting the target section. The specific calculation method of the incoming flow and time occupancy rate can be referred to the prior art and is not limited here.

[0054] Optionally, the control information of the target road section can be obtained by radar, video equipment, video detector, flow detector and signal machine arranged at the intersection. Among them, the flow detector includes a coil, and the coil here can be a real coil or a virtual coil. Figure 3 A schematic diagram of various sections of deadlock control provided in an embodiment of the present application, wherein a virtual coil is taken as an example.

[0055] In S202, the deadlock state index of the target section is determined according to the control information. For example, a deadlock state index can be calculated for each lane of the target section, and the largest deadlock state index of each lane included in the target section is used as the deadlock state index of the target section. Figure 4 In the embodiment of the present application, the deadlock state index of a lane is calculated as follows: Figure 4 At least the following steps are included:

[0056] S202-1: Determine a first parameter according to the incoming flow rate of the first upstream intersection and the saturated flow rate of the traffic signal from the first downstream intersection.

[0057] The inbound flow rate at the first upstream intersection is determined based on the detection data from the detector, and the saturated flow rate is derived from the signal at the first downstream intersection. Therefore, the inbound flow rate q at the first upstream intersection can be determined. t The ratio to the saturation flow S is the first parameter. t represents the tth lane.

[0058] S202-2: Determine a second parameter according to the time occupancy rate of the first upstream intersection and the saturation time occupancy rate of the signal from the first downstream intersection.

[0059] The time occupancy rate of the first upstream intersection is determined based on the detection data from the detector, and the saturation time occupancy rate is derived from the signal machine at the first downstream intersection. Therefore, the time occupancy rate of the first upstream intersection can be determined. t The ratio to the saturation time occupancy rate Q is the second parameter.

[0060] S202-3: Determine a third parameter according to the queue length of the first downstream intersection and the length of the target section.

[0061] The queue length at the first downstream intersection is determined based on data from radar or video equipment. The length of the target section is known. Therefore, the queue length Q at the first downstream intersection can be determined. t The ratio of the queue length L of the target section is the third parameter.

[0062] S202-4: Calculate the deadlock state index of the target road section according to the first parameter, the second parameter and the third parameter, and their corresponding weights.

[0063] For example, the deadlock state index C of lane t is t The calculation formula is as follows:

[0064]

[0065] α+β+γ=1

[0066] Among them, α, β, and γ are formula model parameters, which can also be called weights, α+β+γ=1, and the default values ​​are α=0.3, β=0.3, and γ=0.4.

[0067] After obtaining the deadlock state index corresponding to each lane included in the target road section, the largest one may be taken as the deadlock state index of the target lane.

[0068] Involving S203, the deadlock state index of the target section is calculated in real time. When the deadlock state index is greater than the first index threshold, the compression ratio of the first upstream intersection and the increase / release ratio of the first downstream intersection are calculated, and compression control is performed on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and increase / release control is performed on each intersection downstream of the target section according to the increase / release ratio of the first downstream intersection.

[0069] Optionally, the compression ratio of the first upstream intersection and the expansion ratio of the first downstream intersection are calculated as follows: Figure 5 , Figure 5 At least the following steps are included:

[0070] S203-1: Calculate the flow difference between the incoming flow of the first upstream intersection and the outgoing flow of the first downstream intersection, and the queue dissipation amount of the target section.

[0071] Among them, the inbound flow of the first upstream intersection is S in Indicates that S in =∑ i∈in q i , represents the sum of all incoming flows in all phases of the first upstream intersection of the target section.

[0072] The flow rate of the first downstream junction is shown as S out Indicates that S out =∑ i∈in q i , represents the sum of all outgoing flows in all phases of the first downstream intersection of the target segment. i represents the i-th phase.

[0073] For example, q i =∑ j q ij It is the sum of the flow collection data of the most recent statistical cycle period of the flow detector coil j corresponding to phase i.

[0074] The queue dissipation of the target section is expressed as ΔS l The calculation formula is as follows:

[0075]

[0076] Among them, L is the length of the target section; w is the number of lanes in the target section; l0 is the space occupied by a bicycle in a congested state, which is 7 meters by default; ΔT is the data sampling interval, which is 5 minutes, and the dissipation intensity (such as the dissipation ratio in five minutes) is δ.

[0077] S203-2: Calculate the total adjustment amount of the target section according to the flow difference and the queue elimination amount.

[0078] Optionally, the calculation formula of the total adjustment amount ΔS is as follows:

[0079] ΔS=ΔS l +max(ΔS d ,0)

[0080] Among them, ΔS d =S in -S out .

[0081] S203-3: Determine the compression amount of the first upstream intersection and the increase amount of the first downstream intersection according to the total adjustment amount and the adjustment ratio.

[0082] The adjustment ratio is determined based on the incoming flow and the outgoing flow. For example, the adjustment ratio is The compression amount of the first upstream intersection is:

[0083]

[0084] The amount of increase at the first downstream intersection is: ΔS out =ΔS-ΔS in .

[0085] S203-4: Determine the compression ratio of the first upstream intersection according to the compression amount and the incoming flow; and determine the increase and release ratio of the first downstream intersection according to the increase and release amount and the outgoing flow.

[0086] Among them, the compression ratio of the first upstream intersection is The addition ratio of the first downstream intersection is

[0087]

[0088] In addition, the system is configured with the maximum control ratio (expressed by the first set ratio threshold) and the minimum control ratio (expressed by the second set ratio threshold) of the intersection phase. Therefore, when the calculated compression ratio or increase / release ratio is greater than the first set ratio threshold or less than the second set ratio threshold, the compression ratio and increase / release ratio can be adjusted. The adjustment method is as follows:

[0089] If the compression ratio of the first upstream intersection is greater than the first set ratio threshold, the first set ratio threshold is determined to be the compression ratio; or, if the compression ratio of the first upstream intersection is less than the second set ratio threshold, the second set ratio threshold is determined to be the compression ratio. If the addition ratio of the first downstream intersection is greater than the first set ratio threshold, the first set ratio threshold is determined to be the compression ratio; or, if the addition ratio of the first downstream intersection is less than the second set ratio threshold, the second set ratio threshold is determined to be the addition ratio.

[0090] After obtaining the compression ratio of the first upstream intersection and the increase / release ratio of the first downstream intersection, steps A1-A2 can be used to perform compression control on each intersection upstream of the target section according to the compression ratio of the first upstream intersection.

[0091] A1: Determine the green light compression time according to the compression ratio of the first upstream intersection and the original green-to-signal ratio of the first upstream intersection.

[0092] Among them, considering the situation that the compression ratio and the addition ratio need to be adjusted, in order to distinguish, the compression ratio of the first upstream intersection finally determined is represented by α i Indicates that the original green-to-signal ratio of phase i at the first upstream intersection is g i1 , then the green light compression time is g, i1 = int(α i *g i1 ).

[0093] A2: Use green light compression time to compress each intersection upstream of the target section

[0094] Optionally, keep the cycle length unchanged and calculate the extension time of other phases. You can use the green-to-signal ratio of other phases to extend it in proportion to absorb the compressed time, and start executing a new plan at the beginning of the next cycle.

[0095] Optionally, steps B1-B2 are used to control the release of traffic at each intersection downstream of the target section according to the release ratio of the first downstream intersection.

[0096] B1: Determine the green light release time based on the green light release ratio of the first downstream intersection and the original green-to-signal ratio of the first downstream intersection.

[0097] Among them, the final increase ratio of the downstream upstream intersection is β i Indicates that the original green-to-signal ratio of phase i at the first upstream intersection is g i2 , then the green light compression time is g, i2 = int(β i *g i2 ).

[0098] B2: Use the green light extension time to control the extension of green lights at each intersection downstream of the target section.

[0099] Optionally, keep the cycle length unchanged, calculate the compression time of other phases, and use the green-to-signal ratio of other phases to compress in proportion to absorb the increased time, and start executing the new plan at the beginning of the next cycle.

[0100] When the deadlock state index is restored to less than the threshold value A, the coordination scheme can be maintained for a period of time in this statistical cycle, and then restored to the normal time period scheme or the deadlock state is judged again.

[0101] In S204, since the compression control operation and the adding and releasing control operation are executed periodically, the coordination effect may be achieved in the next cycle. Therefore, after the compression control operation and the adding and releasing control operation are executed for a period of time, the recalculated deadlock state index is greater than the second index threshold, indicating that the deadlock state is already serious. At this time, real-time coordination measures can be adopted, that is, for the first phase in the non-exit direction of the first downstream intersection, the first phase is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction. In this way, the vehicles at the first downstream intersection can be directly evacuated.

[0102] Optionally, the coordinated control of the first phase mainly includes the following two situations:

[0103] Case 1: According to the pre-set phase order, if it is determined that the first phase is the phase before the second phase, the current green light utilization of the first phase is calculated, and when the current green light utilization is less than the set utilization threshold and the current green light time exceeds the minimum green light time, the green light of the first phase is truncated and the remaining green light time is allocated to the second phase.

[0104] Among them, the current green light utilization rate u=3600*qn / g n ∑S i , g n is the current green light time, q n = The current traffic volume, obtain the average number of vehicles n per lane within the farthest detection range of the radar in the current phase. When the current phase is green, if u<U l or <N,U l When the parameter defaults to 0.4 (configurable) and N defaults to 3 (configurable), if the current green light time exceeds the minimum green light time, the green light of the first phase is truncated and the remaining green light time is allocated to the second phase.

[0105] Case 2: According to the preset phase sequence, if it is determined that the first phase is the phase after the second phase, the first phase is compressed by the maximum compression time, and the compressed green light time is allocated to the second phase.

[0106] Among them, since the first phase has not yet run, compressing the first phase at this time will not affect the operation of the first phase. At this time, the first phase can be directly compressed to the maximum compression time.

[0107] Optionally, when the deadlock state index recovers to be less than the threshold value B, the egress release within the cycle is no longer performed in the current cycle.

[0108] Optional, by Figure 6 To determine the maximum compression time, Figure 6 At least the following steps are included:

[0109] S601: Determine a target green-to-signal ratio of the first phase after performing boost control.

[0110] For example, the original green-to-signal ratio of the first phase is 25s, the compression operation performed is 5s, and the target green-to-signal ratio is 20s.

[0111] S602: Calculate the maximum compression time of the first phase according to the target green-to-signal ratio and the minimum green time of the first phase.

[0112] Among them, the maximum compression time of the first phase g c =g p -g min ; Among them, g p is the original green-to-signal ratio after adding control, g min It is the preset minimum running time of the phase.

[0113] In this example, the first index threshold can be a maximum deadlock state index determined according to historical data multiplied by a certain percentage. The historical data can be data from the daytime periods (06:00-09:00, 16:00-19:00) of the past five working days. The maximum deadlock state index can be the maximum value C when the vehicle queue overflows to the deadlock state of the upstream intersection 1 (when the actual lane queue length of the road section is greater than the section length L). max For example, the maximum deadlock state index is C max , then the first index threshold can be A = x*C max ; The second index threshold may be B = y * C max When the deadlock state index is greater than A at a certain moment, edge computing is used for multiple upstream and downstream intersections, and the solution is updated every signal cycle to curb the deadlock; when the deadlock state index C is greater than B at a certain moment, the intersection in the exit direction of the deadlock section is used to curb the deadlock; x and y can take empirical values, which can be configured and debugged in the solution, and the default values ​​are 0.7 and 0.8.

[0114] The above embodiment is described by taking one phase as an example. In actual operation, a plurality of phases are preset for one intersection. The operations for other phases are the same and will not be described in detail here. Figure 7 A ring diagram of the phase release of this cycle provided by the embodiment of the present application is provided by Figure 7 It can be seen that different processing can be performed on the phase before the exit phase and the phase after the exit phase.

[0115] Figure 8 A schematic diagram of a traffic control system for a coordinated intersection provided in an embodiment of the present application, wherein the traffic control function can be implemented by a control device, which can be a roadside device or an edge computing device, such as a signal machine, radar, video detector or flow detector, in which the traffic control function is set, or it can be a separately set control device. The control device takes an edge computing device as an example, wherein the edge computing unit is responsible for collecting radar data and video streams, performing target identification and tracking, and reading information such as signal schemes and light colors at upstream and downstream intersections, and splicing and fusing all data to form multiple intersection optimization schemes, monitor operating status, optimize control of a single intersection, etc., and send control instructions to the signal machine. In addition, radars and video detectors are installed on signal light poles or gantry, responsible for monitoring the entrances and exits of each section, and sending data to the edge computing unit. The signal machine is responsible for receiving statistical data such as traffic, queuing, etc., detection events such as deadlock, signal control signal instructions, etc. sent by edge computing, and controlling signal lights and other equipment for signal control.

[0116] In the embodiment of the present application, edge computing is used to collect radar and video data from each intersection, and the signal scheme and light color of the signal machines of multiple coordinated intersections are obtained at the same time. The deadlock state index of the target section is first calculated. When the deadlock state index reaches the first index threshold, a new optimization scheme is issued to multiple intersections, and the green light duration of the phase of the exit intersection of the congested section is increased, and the green light duration of the coordinated direction of the upstream import intersection is compressed, while ensuring that the cycle length of multiple intersections remains consistent. When there is no improvement after a period of time, and the deadlock state index reaches the second index threshold, the exit of the section is increased within the signal cycle based on each new optimization scheme to avoid the deterioration of the deadlock state. For the intersection of the coordinated exit direction of the section, under the premise of keeping the cycle unchanged, the green light duration of the non-exit direction is optimized in real time, and the green light duration of the coordinated exit direction is increased to curb the occurrence of deadlock, ensuring the traffic efficiency on the entire coordinated route.

[0117] like Fig. 9 As shown, based on the same inventive concept, an embodiment of the present application provides a traffic control device for a coordinated intersection, including an acquisition unit 91, a determination unit 92 and a calculation unit 93.

[0118] The acquisition unit 91 is used to: acquire control information of a target road section; wherein the congestion state of the target road section satisfies a deadlock condition, the road section length of the target road section is less than a set length threshold, and the control information includes an incoming flow rate and time occupancy rate of a first upstream intersection, and a queue length of a first downstream intersection; the first upstream intersection is an upstream intersection of two intersections constituting the target road section, and the first downstream intersection is a downstream intersection of two intersections constituting the target road section;

[0119] The determination unit 92 is used to: determine the deadlock state index of the target road section according to the control information;

[0120] The calculation unit 93 is used to: if the deadlock state index is greater than the first index threshold, calculate the compression ratio of the first upstream intersection and the increase and release ratio of the first downstream intersection, and perform compression control on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and perform increase and release control on each intersection downstream of the target section according to the increase and release ratio of the first downstream intersection;

[0121] The calculation unit 93 is also used for: after the compression control operation and the release control operation are performed for a period of time, if the recalculated deadlock state index is greater than the second index threshold, then for the first phase in the non-exit direction of the first downstream intersection, the first phase is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction; wherein the second index threshold is greater than the first index threshold.

[0122] In an optional implementation, the determining unit 92 is specifically configured to:

[0123] Determining a first parameter according to an incoming flow rate at the first upstream intersection and a saturated flow rate of a signal from the first downstream intersection;

[0124] Determining a second parameter according to the time occupancy rate of the first upstream intersection and the saturation time occupancy rate of the signal from the first downstream intersection;

[0125] determining a third parameter according to the queue length at the first downstream intersection and the length of the target section;

[0126] The deadlock state index of the target road section is calculated according to the first parameter, the second parameter, the third parameter, and their corresponding weights.

[0127] In an optional implementation, the calculation unit 93 is specifically configured to:

[0128] Calculate the flow difference between the incoming flow of the first upstream intersection and the outgoing flow of the first downstream intersection, and the queue dissipation amount of the target section;

[0129] Calculate the total regulation amount of the target road section based on the flow difference and queue dissipation;

[0130] Determine the compression amount of the first upstream intersection and the increase and release amount of the first downstream intersection according to the total adjustment amount and the adjustment ratio; wherein the adjustment ratio is determined according to the incoming flow and the outgoing flow;

[0131] The compression ratio of the first upstream intersection is determined according to the compression amount and the incoming flow rate; and the increase and release ratio of the first downstream intersection is determined according to the increase and release amount and the outgoing flow rate.

[0132] In an optional implementation, the calculation unit 93 is further configured to:

[0133] If the compression ratio of the first upstream intersection is greater than the first set ratio threshold, the first set ratio threshold is determined as the compression ratio; or, if the compression ratio of the first upstream intersection is less than the second set ratio threshold, the second set ratio threshold is determined as the compression ratio;

[0134] If the increase / release ratio of the first downstream intersection is greater than the first set ratio threshold, the first set ratio threshold is determined to be the compression ratio; or, if the increase / release ratio of the first downstream intersection is less than the second set ratio threshold, the second set ratio threshold is determined to be the increase / release ratio.

[0135] In an optional implementation, the calculation unit 93 is specifically configured to:

[0136] Determine the green light compression time according to the compression ratio of the first upstream intersection and the original green-to-signal ratio of the first upstream intersection;

[0137] Use green light compression time to perform compression control on each intersection upstream of the target section.

[0138] In an optional implementation, the calculation unit 93 is specifically configured to:

[0139] Determine the green light release time according to the release ratio of the first downstream intersection and the original green-signal ratio of the first downstream intersection;

[0140] The green light extension time is used to control the extension of green lights at each intersection downstream of the target road section.

[0141] In an optional implementation, the calculation unit 93 is specifically configured to:

[0142] According to a preset phase sequence, if it is determined that the first phase is the phase before the second phase, the current green light utilization rate of the first phase is calculated, and when the current green light utilization rate is less than a set utilization rate threshold and the current green light time exceeds a minimum green light time, the green light of the first phase is cut off and the remaining green light time is allocated to the second phase; or

[0143] According to the preset phase sequence, if it is determined that the first phase is a phase after the second phase, the first phase is compressed by a maximum compression time, and the compressed green light time is allocated to the second phase.

[0144] In an optional implementation, the calculation unit 93 is specifically configured to determine the maximum compression time in the following manner:

[0145] Determine a target green-to-signal ratio of the first phase after performing the boost control;

[0146] The maximum compression time of the first phase is calculated according to the target green-to-signal ratio and the minimum green light time of the first phase.

[0147] Since the device is the device in the method in the embodiment of the present application, and the principle of solving the problem by the device is similar to that of the method, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0148] like Fig.10 As shown, based on the same inventive concept, an embodiment of the present application provides a control device, including a processor 101 and a memory 102 .

[0149] The memory 102 is configured to execute:

[0150] Storing control information of each road section;

[0151] The processor 102 is configured to execute:

[0152] Acquire control information of a target road section; wherein the congestion state of the target road section satisfies a deadlock condition, the road section length of the target road section is less than a set length threshold, and the control information includes an incoming flow rate and time occupancy rate of a first upstream intersection, and a queue length of a first downstream intersection; the first upstream intersection is an upstream intersection of two intersections constituting the target road section, and the first downstream intersection is a downstream intersection of two intersections constituting the target road section;

[0153] determining a deadlock state index of a target road section according to the control information;

[0154] If the deadlock state index is greater than the first index threshold, the compression ratio of the first upstream intersection and the increase / release ratio of the first downstream intersection are calculated, and compression control is performed on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and increase / release control is performed on each intersection downstream of the target section according to the increase / release ratio of the first downstream intersection;

[0155] After the compression control operation and the release control operation are executed for a period of time, if the recalculated deadlock state index is greater than the second index threshold, the first phase in the non-exit direction of the first downstream intersection is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction; wherein the second index threshold is greater than the first index threshold.

[0156] In an optional implementation, the processor 101 is specifically configured to execute:

[0157] Determining a first parameter according to an incoming flow rate at the first upstream intersection and a saturated flow rate of a signal from the first downstream intersection;

[0158] Determining a second parameter according to the time occupancy rate of the first upstream intersection and the saturation time occupancy rate of the signal from the first downstream intersection;

[0159] determining a third parameter according to the queue length at the first downstream intersection and the length of the target section;

[0160] Calculate the deadlock state index of the target road section according to the first parameter, the second parameter and the third parameter, and their corresponding weights;

[0161] Among them, the incoming flow rate and time occupancy rate of the first upstream intersection and the queue length of the first downstream intersection are determined based on the detection data from the detector.

[0162] In an optional implementation, the processor 101 is specifically configured to execute:

[0163] Calculate the flow difference between the incoming flow of the first upstream intersection and the outgoing flow of the first downstream intersection, and the queue dissipation amount of the target section;

[0164] Calculate the total regulation amount of the target road section based on the flow difference and queue dissipation;

[0165] Determine the compression amount of the first upstream intersection and the increase and release amount of the first downstream intersection according to the total adjustment amount and the adjustment ratio; wherein the adjustment ratio is determined according to the incoming flow and the outgoing flow;

[0166] The compression ratio of the first upstream intersection is determined according to the compression amount and the incoming flow rate; and the increase and release ratio of the first downstream intersection is determined according to the increase and release amount and the outgoing flow rate.

[0167] In an optional implementation, the processor 101 is further configured to execute:

[0168] If the compression ratio of the first upstream intersection is greater than the first set ratio threshold, the first set ratio threshold is determined as the compression ratio; or, if the compression ratio of the first upstream intersection is less than the second set ratio threshold, the second set ratio threshold is determined as the compression ratio;

[0169] If the increase / release ratio of the first downstream intersection is greater than the first set ratio threshold, the first set ratio threshold is determined to be the compression ratio; or, if the increase / release ratio of the first downstream intersection is less than the second set ratio threshold, the second set ratio threshold is determined to be the increase / release ratio.

[0170] In an optional implementation, the processor 101 is specifically configured to execute:

[0171] Determine the green light compression time according to the compression ratio of the first upstream intersection and the original green-to-signal ratio of the first upstream intersection;

[0172] Use green light compression time to perform compression control on each intersection upstream of the target section.

[0173] In an optional implementation, the processor 101 is specifically configured to execute:

[0174] Determine the green light release time according to the release ratio of the first downstream intersection and the original green-signal ratio of the first downstream intersection;

[0175] The green light extension time is used to control the extension of green lights at each intersection downstream of the target road section.

[0176] In an optional implementation, the processor 101 is specifically configured to execute:

[0177] According to a preset phase sequence, if it is determined that the first phase is the phase before the second phase, the current green light utilization rate of the first phase is calculated, and when the current green light utilization rate is less than a set utilization rate threshold and the current green light time exceeds a minimum green light time, the green light of the first phase is cut off and the remaining green light time is allocated to the second phase; or

[0178] According to the preset phase sequence, if it is determined that the first phase is a phase after the second phase, the first phase is compressed by a maximum compression time, and the compressed green light time is allocated to the second phase.

[0179] In an optional implementation, the processor 101 is further configured to perform, determining the maximum compression time in the following manner:

[0180] Determine a target green-to-signal ratio of the first phase after performing the boost control;

[0181] The maximum compression time of the first phase is calculated according to the target green-to-signal ratio and the minimum green light time of the first phase.

[0182] The embodiment of the present application also provides a computer storage medium, in which computer program instructions are stored. When the instructions are executed on a computer, the computer executes the steps of the above-mentioned coordinated intersection traffic control method.

[0183] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0184] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0185] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0186] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0187] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A traffic control method for a coordinated intersection, characterized in that: include: Acquire control information of a target road section; wherein the congestion state of the target road section satisfies a deadlock condition, the road section length of the target road section is less than a set length threshold, and the control information includes an incoming flow rate and time occupancy rate of a first upstream intersection, and a queue length of a first downstream intersection; the first upstream intersection is an upstream intersection of two intersections constituting the target road section, and the first downstream intersection is a downstream intersection of two intersections constituting the target road section; determining a deadlock state index of the target road section according to the control information; If the deadlock state index is greater than a first index threshold, a compression ratio of the first upstream intersection and an increase / release ratio of the first downstream intersection are calculated, and compression control is performed on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and increase / release control is performed on each intersection downstream of the target section according to the increase / release ratio of the first downstream intersection; After the compression control operation and the release control operation are executed for a period of time, if the recalculated deadlock state index is greater than the second index threshold, then for the first phase in the non-exit direction of the first downstream intersection, the first phase is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction; wherein the second index threshold is greater than the first index threshold.

2. The method according to claim 1, characterized in that The determining the deadlock state index of the target road section according to the control information includes: determining a first parameter according to the incoming flow rate of the first upstream intersection and the saturated flow rate of the signal from the first downstream intersection; determining a second parameter according to the time occupancy rate of the first upstream intersection and the saturation time occupancy rate of the signal from the first downstream intersection; determining a third parameter according to the queue length of the first downstream intersection and the length of the target section; The deadlock state index of the target road section is calculated according to the first parameter, the second parameter and the third parameter, and their corresponding weights.

3. The method according to claim 1, characterized in that The calculating of the compression ratio of the first upstream intersection and the increase ratio of the first downstream intersection includes: Calculating the flow difference between the incoming flow of the first upstream intersection and the outgoing flow of the first downstream intersection, and the queue dissipation amount of the target section; Calculate the total adjustment amount of the target section according to the flow difference and the queue dissipation amount; Determining the compression amount of the first upstream intersection and the increase and release amount of the first downstream intersection according to the total adjustment amount and the adjustment ratio; wherein the adjustment ratio is determined according to the incoming flow and the outgoing flow; The compression ratio of the first upstream intersection is determined according to the compression amount and the incoming flow rate; and the addition ratio of the first downstream intersection is determined according to the addition amount and the outgoing flow rate.

4. The method according to claim 1, characterized in that: The method further comprises: If the compression ratio of the first upstream intersection is greater than a first set ratio threshold, the first set ratio threshold is determined to be the compression ratio; or, if the compression ratio of the first upstream intersection is less than a second set ratio threshold, the second set ratio threshold is determined to be the compression ratio; If the increase / release ratio of the first downstream intersection is greater than the first set ratio threshold, the first set ratio threshold is determined to be the compression ratio; or, if the increase / release ratio of the first downstream intersection is less than the second set ratio threshold, the second set ratio threshold is determined to be the increase / release ratio.

5. The method according to claim 1, characterized in that The step of performing compression control on each intersection upstream of the target section according to the compression ratio of the first upstream intersection includes: Determining a green light compression time according to the compression ratio of the first upstream intersection and the original green-to-signal ratio of the first upstream intersection; The green light compression time is applied to perform compression control on each intersection upstream of the target road section.

6. The method according to claim 1, characterized in that The step of controlling the release of vehicles at each intersection downstream of the target section according to the release ratio of the first downstream intersection includes: Determine the green light additional time according to the additional release ratio of the first downstream intersection and the original green-to-signal ratio of the first downstream intersection; The green light additional time is applied to control the additional green light at each intersection downstream of the target road section.

7. The method according to any one of claims 1 to 6, characterized in that: The step of coordinating and controlling the first phase according to the relationship between the first phase and the second phase in the exit direction includes: According to a preset phase sequence, if it is determined that the first phase is the phase before the second phase, the current green light utilization rate of the first phase is calculated, and when the current green light utilization rate is less than a set utilization rate threshold and the current green light time exceeds a minimum green light time, the green light of the first phase is cut off and the remaining green light time is allocated to the second phase; or According to a preset phase sequence, if it is determined that the first phase is a phase after the second phase, the first phase is compressed by a maximum compression time, and the compressed green light time is allocated to the second phase.

8. The method according to claim 7, characterized in that The maximum compression time is determined as follows: Determining a target green-to-signal ratio of the first phase after performing the boost control; The maximum compression time of the first phase is calculated according to the target green-to-signal ratio and the minimum green time of the first phase.

9. A control device, characterized in that: including a processor and a memory; The memory is configured to execute: Storing control information of each road section; The processor is configured to execute: Acquire control information of a target road section; wherein the congestion state of the target road section satisfies a deadlock condition, the road section length of the target road section is less than a set length threshold, and the control information includes an incoming flow rate and time occupancy rate of a first upstream intersection, and a queue length of a first downstream intersection; the first upstream intersection is an upstream intersection of two intersections constituting the target road section, and the first downstream intersection is a downstream intersection of two intersections constituting the target road section; determining a deadlock state index of the target road section according to the control information; If the deadlock state index is greater than a first index threshold, a compression ratio of the first upstream intersection and an increase / release ratio of the first downstream intersection are calculated, and compression control is performed on each intersection upstream of the target section according to the compression ratio of the first upstream intersection, and increase / release control is performed on each intersection downstream of the target section according to the increase / release ratio of the first downstream intersection; After the compression control operation and the release control operation are executed for a period of time, if the recalculated deadlock state index is greater than the second index threshold, then for the first phase in the non-exit direction of the first downstream intersection, the first phase is coordinated and controlled according to the relationship between the first phase and the second phase in the exit direction; wherein the second index threshold is greater than the first index threshold.

10. The control device according to claim 9, characterized in that The processor is specifically configured to execute: determining a first parameter according to the incoming flow rate of the first upstream intersection and the saturated flow rate of the signal from the first downstream intersection; determining a second parameter according to the time occupancy rate of the first upstream intersection and the saturation time occupancy rate of the signal from the first downstream intersection; determining a third parameter according to the queue length of the first downstream intersection and the length of the target section; Calculating a deadlock state index of the target road section according to the first parameter, the second parameter, the third parameter, and their corresponding weights; Among them, the incoming flow rate and time occupancy rate of the first upstream intersection and the queue length of the first downstream intersection are determined based on the detection data from the detector.

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