Variable guide lane adaptive control method based on intersection induction signal control

Abstract

The invention relates to the field of intelligent traffic control systems, in particular to a variable guide lane adaptive control method based on intersection induction signal control, which comprises the following steps: Step 1, basic information configuration; step1-1, configuring a lane function scheme for an entrance lane where the variable guide lane is located; step1-2, configuring a corresponding variable scheme for the lane function scheme; step1-3: configuring a corresponding signal phase for the lane function; step1-4: obtaining an intersection induction signal control parameter; step1-5, selecting an initial scheme, and dynamically adjusting lane functions according to real-time traffic flow data through combination of induction signal control and a variable guide lane, so that intersection space resources are fully utilized, the traffic efficiency is improved, and the traffic safety is improved. The switching of the variable guide lane function and the real-time operation light color conversion controlled by the intersection induction signal are highly synchronized, so that the smoothness and orderliness of the traffic flow are ensured.

Description

Technical Field

[0001] The invention relates to the field of intelligent traffic control systems, and in particular to a variable guide lane adaptive control method based on intersection sensing signal control. Background Art

[0002] At present, setting up variable guide lanes at intersections has become one of the important means for many urban traffic managers to optimize intersection space. However, the setting of variable guide lane functions is mostly achieved by manually setting different control periods in advance, and there are few automatic switching of variable guide lane functions based on real-time traffic demand. In addition, how to match the intersection signal timing schemes corresponding to different variable guide lane functions with traffic demand in real time is also a difficult problem.

[0003] On the other hand, intersection induction signal control has been applied in many cities. When the import lane function is fixed or switched at a fixed time, the import lane capacity is optimized from the time dimension. However, induction signal control still has certain limitations (for example, when the traffic demand in a certain direction increases sharply, the maximum green light duration can no longer meet its traffic demand). How to further improve the import lane capacity through real-time spatial optimization has become a topic. Summary of the invention

[0004] 1. Technical issues to be solved

[0005] In view of the deficiencies in the prior art, the present invention provides a method for adaptively controlling a variable guide lane based on intersection sensing signal control.

[0006] (II) Technical solution

[0007] To achieve the above object, the present invention provides the following technical solutions:

[0008] Preferably, the variable guide lane is located in a four-lane entrance, and the variable lane is located in the second lane, and is switched between left turn, straight left, and straight ahead, wherein the configured lane function scheme includes:

[0009] Plan 1: Turn left - go straight - go straight - turn right;

[0010] Option 2: Turn left - turn left - go straight - turn right;

[0011] Option 3: Turn left - go straight left - go straight - turn right.

[0012] Further preferably, the simulated release duration used for the minimum green light time and the maximum green light time is: only the traffic flow of the entrance road where the variable guide lane is located is used as the input of the intersection sensing signal simulation control to obtain the release duration of the actual demand for straight and left turns at the entrance road;

[0013] In Step 2-5, the straight-to-left flow ratio is: (flow (straight) + flow (straight left→straight)) / (flow (left turn)×left turn flow correction coefficient+flow (straight left→left turn)×left turn flow correction coefficient).

[0014] Again preferably, in Step 2-8, the estimated (straight+left turn) green light expected release time includes:

[0015] A. Estimated through-travel demand equivalent: the sum of all through-travel lanes’ equivalent flow across the stop line in the first three cycles ÷ 3;

[0016] B. Estimate the required time for the straight green light: straight demand equivalent ÷ number of straight lanes × straight headway, where the straight headway is an adjustable configuration parameter;

[0017] C. Estimate the expected release time of the green light for going straight. If the required time of the green light for going straight is between the minimum green light time for going straight and the maximum green light time for going straight, the required time of the green light for going straight will be taken. If the required time of the green light for going straight is less than the minimum green light time for going straight, the minimum green light time for going straight will be taken. If the required time of the green light for going straight is greater than the maximum green light time for going straight, the maximum green light time for going straight will be taken.

[0018] D. Estimate the equivalent left-turn demand: the sum of the equivalent flow of all left-turn lanes crossing the stop line in the first three cycles ÷ 3;

[0019] E. Estimate the required time for a left turn green light: left turn demand equivalent ÷ number of left turn lanes × left turn headway, where the left turn headway is an adjustable configuration parameter;

[0020] F. Estimate the expected release time of the left-turn green light. If the required time of the left-turn green light is between the minimum green light time for left-turn and the maximum green light time for left-turn, the required time of the left-turn green light is taken. If the required time of the left-turn green light is less than the minimum green light time for left-turn, the minimum green light time for left-turn is taken. If the required time of the left-turn green light is greater than the maximum green light time for left-turn, the maximum green light time for left-turn is taken.

[0021] G. Calculate the estimated duration of the green light for (going straight + turning left): the estimated duration of the green light for going straight + the estimated duration of the green light for turning left.

[0022] Preferably, in the function switching implementation step:

[0023] In Step 3-2, the function switching method includes but is not limited to:

[0024] Scheme 1 → Scheme 2 (going straight to turn left): When the green light starts flashing during the straight left phase of this cycle, the variable guide lane starts flashing for going straight; when the yellow light of the straight left phase ends and the red light turns on, the variable guide lane switches to turning left;

[0025] Scheme 1 → Scheme 3 (going straight to going straight left): When the green light starts flashing in the straight left phase of this cycle, the variable guide lane starts flashing when going straight; when the yellow light of the straight left phase ends and the red light turns on, the variable guide lane switches to going straight left;

[0026] Scheme 2 → Scheme 1 (turn left and go straight): When the green light starts flashing during the straight left phase of this cycle, the variable guide lane starts flashing for turning left; when the yellow light of the straight left phase ends and the red light turns on, the variable guide lane switches to going straight;

[0027] Scheme 2 → Scheme 3 (turn left to straight left): When the green light starts flashing in the straight left phase of this cycle, the variable guide lane starts flashing for turning left; when the yellow light of the straight left phase ends and the red light turns on, the variable guide lane switches to straight left;

[0028] Scheme 3 → Scheme 1 (straight left to straight ahead): When the straight left phase of this cycle starts to flash green, the variable guide lane straight left starts to flash; when the straight left phase ends with a yellow light and the red light turns on, the variable guide lane switches to straight ahead;

[0029] Scheme 3 → Scheme 2 (straight left to left turn): When the straight left phase of this cycle starts to flash green, the variable guide lane straight left starts to flash; when the straight left phase yellow light ends and the red light turns on, the variable guide lane switches to turn left.

[0030] Further preferably, in the function switching implementation step:

[0031] In Step 3-3, the function switching method includes but is not limited to:

[0032] Scheme 1 → Scheme 2 (going straight to turning left): When the green light starts flashing during the straight phase of this cycle, the variable guide lane starts flashing for going straight; when the yellow light of the straight phase ends and the red light turns on, the variable guide lane switches to turning left;

[0033] Scheme 2 → Scheme 1 (turn left and go straight): When the green light starts flashing during the left-turn phase of this cycle, the variable-guide lane starts flashing for left turn; when the yellow light of the left-turn phase ends and the red light turns on, the variable-guide lane switches to go straight.

[0034] Again preferably, in the function switching judgment step, the switching threshold is a pre-set positive value, which is used to judge whether a lane switching function scheme is required.

[0035] Preferably, n is an integer greater than or equal to 4, and is used to determine whether the current solution has been running for a sufficient number of cycles.

[0036] Further preferably, the signal phase includes a straight-ahead phase, a left-turn phase and a straight-left phase.

[0037] Again preferably, the switching method of the variable guide lane also includes a flashing prompt, which is used to inform the driver of the change in lane function before and after the switching.

[0038] (III) Beneficial effects

[0039] Compared with the prior art, the present invention provides a variable guide lane adaptive control method based on intersection sensing signal control, which has the following beneficial effects:

[0040] Significantly improve the efficiency of intersection space utilization:

[0041] By combining induction signal control with variable guide lanes, the present invention can dynamically adjust lane functions according to real-time traffic flow data, thereby making fuller use of intersection space resources and improving traffic efficiency.

[0042] Highly automated and intelligent:

[0043] After the basic information and parameters are manually configured, the system can automatically judge and implement function switching without human intervention, greatly improving the level of control automation.

[0044] Through a series of sophisticated algorithms and logical judgments, the system can intelligently select the optimal lane function solution to adapt to changing traffic needs.

[0045] High-precision synchronous control:

[0046] The switching of the variable guide lane function and the real-time operating light color conversion of the intersection sensing signal control are highly synchronized, ensuring smooth and orderly traffic flow.

[0047] This high-precision synchronous control not only improves traffic safety, but also reduces traffic congestion and delays that may be caused by lane function switching.

[0048] Real-time intelligent spatial and temporal optimization of intersections:

[0049] The present invention can dynamically adjust the lane function scheme to match actual traffic needs by real-time estimating key parameters such as the expected green light release time and the straight-to-left flow ratio.

[0050] This real-time space-time intelligent optimization control method enables the intersection's supply in time and space to match actual traffic demand as much as possible, thereby greatly improving the intersection's overall traffic capacity.

[0051] Flexible and diverse function switching methods:

[0052] The present invention provides a variety of function switching modes, including changing from straight going to left turn, straight going to straight left turn, left turn to straight going, etc., which can flexibly respond to different traffic scenarios and needs.

[0053] At the same time, the switching process also includes flashing prompts to inform the driver of changes in lane functions before and after the switch, improving driving safety and experience.

[0054] Comprehensive optimization of traffic flow:

[0055] By comprehensively considering multiple factors such as the release method for going straight and turning left, the simulated release time, the straight-to-left flow ratio, etc., the present invention can more comprehensively optimize traffic flow and reduce traffic congestion and delays.

[0056] This comprehensive optimization approach not only improves the traffic efficiency at intersections, but also improves the travel experience of drivers and passengers.

[0057] In summary, the adaptive control method of variable guide lanes based on intersection sensing signal control of the present invention significantly improves the spatial utilization efficiency and traffic capacity of intersections through a highly automated and intelligent control method, and provides new solutions and ideas for urban traffic management. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] Figure 1 Configure a mind map for the basic information of the present invention;

[0059] Figure 2 A mind map for judging the function switching of the present invention;

[0060] Figure 3 A mind map is implemented for the function switching of the present invention. DETAILED DESCRIPTION

[0061] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0062] See also Figure 3 The present invention provides a variable guide lane adaptive control method based on intersection sensing signal control, which aims to improve the traffic efficiency and safety of the intersection by dynamically adjusting the function of the variable guide lane through real-time monitoring of traffic flow. The specific working principle is as follows:

[0063] Basic information configuration

[0064] Step 1-1: Configure a lane function scheme for the entrance where the variable guide lane is located. For example, for a four-lane entrance, the variable lane is located in the second lane, and the function scheme includes:

[0065] Option 1: Turn left - Go straight - Go straight - Turn right

[0066] Option 2: Turn left - turn left - go straight - turn right

[0067] Option 3: Turn left - Go straight left - Go straight - Turn right

[0068] Step 1-2: Configure the corresponding variable solution for the lane function solution.

[0069] Step 1-3: Configure the corresponding signal phases for the lane functions, including the straight phase, left turn phase, and straight left phase.

[0070] Step 1-4: Obtain the intersection sensing signal control parameters, where the control parameters include maximum green light time, minimum green light time and extended green light time, which are adjustable configuration parameters.

[0071] Step 1-5: Select the initial plan.

[0072] Function switching judgment

[0073] Step 2-1: Get the real-time operation parameters of the intersection sensing signal control. If the acquisition is successful, continue with the following steps, otherwise exit.

[0074] Step 2-2: Determine whether the current solution has been run for ≥ n cycles, where n is an adjustable configuration parameter. If it has been run, continue with the following steps; if it has not been run, keep the current solution unchanged.

[0075] Step 2-3: Determine the release mode for going straight and turning left. If both going straight and turning left are released at the same time, proceed to Step 2-4. If both going straight and turning left are released separately, proceed to Step 2-6.

[0076] Step 2-4: Determine whether the left-right release phase simulates the minimum green light time for three consecutive cycles. If so, keep the current plan unchanged, otherwise continue with Step 2-5.

[0077] Step 2-5: Calculate the variable solution that is closest to the straight-left traffic ratio and the straight-left lane ratio, and determine whether it is the current solution. If so, keep the current solution unchanged, otherwise continue with Step 3-1.

[0078] Step 2-6: Determine whether the straight-ahead phase and the left-turn phase in the first three cycles simulate the minimum green light time. If so, keep the current solution unchanged, otherwise continue with Step 2-7.

[0079] Step 2-7: Determine whether the straight-ahead phase and the left-turn phase of the first three cycles are simulated to run to the maximum green light time. If so, keep the current solution unchanged, otherwise continue with Step 2-8 and Step 2-9.

[0080] Step 2-8: Estimate the expected green light duration (straight ahead + left turn):

[0081] A: Estimate the equivalent through-travel demand: the sum of the equivalent flow rates of all through lanes crossing the stop line in the first three cycles ÷ 3.

[0082] B: Estimate the required time for the straight green light: straight demand equivalent ÷ number of straight lanes × straight headway (straight headway is an adjustable configuration parameter).

[0083] C: Estimate the expected release time of the green light for going straight. If the required time of the green light for going straight is between the minimum green light time and the maximum green light time, the required time for going straight will be taken. If the required time of the green light for going straight is less than the minimum green light time for going straight, the minimum green light time will be taken. If the required time of the green light for going straight is greater than the maximum green light time for going straight, the maximum green light time will be taken.

[0084] D: Estimate the left-turn demand equivalent: the sum of the equivalent flow rates of all left-turn lanes crossing the stop line in the first three cycles ÷ 3.

[0085] E: Estimate the required time for a left turn at the green light: left turn demand equivalent ÷ number of left turn lanes × left turn headway (left turn headway is an adjustable configuration parameter).

[0086] F: Estimate the expected release time of the left-turn green light. If the required time for the left-turn green light is between the minimum green light time for left-turn and the maximum green light time for left-turn, the required time for the left-turn green light is taken. If the required time for the left-turn green light is less than the minimum green light time for left-turn, the minimum green light time for left-turn is taken. If the required time for the left-turn green light is greater than the maximum green light time for left-turn, the maximum green light time for left-turn is taken.

[0087] G: Calculate the estimated time for the green light to be released (straight ahead + left turn): the estimated time for the green light to be released for straight ahead + the estimated time for the green light to be released for left turn.

[0088] Step 2-9: Find the plan with the shortest estimated green light release time (going straight + turning left) as an alternative plan, and determine whether it is the current plan. If so, keep the current plan unchanged, otherwise continue with Step 2-10.

[0089] Step 2-10: Determine whether to switch the scheme. The judgment basis is: the estimated green light release time of the current scheme (straight + left turn) - the estimated green light release time of the alternative scheme (straight + left turn) ≥ the switching threshold, where the switching threshold is an adjustable configuration parameter. If the scheme needs to be switched, continue with step 3-1. If the scheme does not need to be switched, keep the current scheme unchanged.

[0090] Function switch implementation

[0091] Step 3-1: Determine the release method. If both straight and left turns are released at the same time, continue with Step 3-2. If both straight and left turns are released separately, continue with Step 3-3.

[0092] Step 3-2: Realize the function switching of simultaneous release of straight going and left turning:

[0093] Scheme 1 → Scheme 2 (going straight to turning left): When the straight left phase of this cycle starts to flash green, the variable guide lane starts to flash straight; when the straight left phase ends with the yellow light and the red light turns on, the variable guide lane switches to turning left.

[0094] Scheme 1 → Scheme 3 (straight ahead changes to straight left): When the straight left phase of this cycle starts to flash green, the straight-ahead variable guide lane starts to flash; when the straight left phase ends with a yellow light and the red light turns on, the variable guide lane switches to straight left.

[0095] Scheme 2 → Scheme 1 (turn left to go straight): When the green light of the straight left phase of this cycle begins to flash, the variable guide lane starts to flash left; when the yellow light of the straight left phase ends and the red light turns on, the variable guide lane switches to going straight.

[0096] Scheme 2 → Scheme 3 (turn left to straight left): When the straight left phase of this cycle starts to flash green, the variable guide lane starts to flash left; when the straight left phase ends with the yellow light and the red light turns on, the variable guide lane switches to straight left.

[0097] Scheme 3 → Scheme 1 (change from straight left to straight): When the straight left phase of this cycle starts to flash green, the variable guide lane straight left starts to flash; when the straight left phase ends with the yellow light and the red light turns on, the variable guide lane switches to straight ahead.

[0098] Scheme 3 → Scheme 2 (straight left to left turn): When the straight left phase of this cycle starts to flash green, the variable guide lane straight left starts to flash; when the straight left phase yellow light ends and the red light turns on, the variable guide lane switches to turn left.

[0099] Step 3-3: Implement the function switch between straight driving and left turn:

[0100] Scheme 1 → Scheme 2 (going straight to turning left): When the green light of the straight phase of this cycle begins to flash, the straight light of the variable guide lane begins to flash; when the yellow light of the straight phase ends and the red light turns on, the variable guide lane switches to turning left.

[0101] Scheme 2 → Scheme 1 (turn left and go straight): When the green light starts flashing during the left-turn phase of this cycle, the variable-guide lane starts flashing for left turn; when the yellow light of the left-turn phase ends and the red light turns on, the variable-guide lane switches to go straight.

[0102] How the Optimal Technology Solution Works

[0103] Lane function configuration

[0104] Four-lane entrance: The variable lane is located in the second lane. The functional scheme includes:

[0105] Option 1: Turn left - Go straight - Go straight - Turn right

[0106] Option 2: Turn left - turn left - go straight - turn right

[0107] Option 3: Turn left - Go straight left - Go straight - Turn right

[0108] Minimum green time and maximum green time

[0109] Simulated release time: Only the traffic flow of the entrance where the variable guide lane is located is used as the input of the intersection sensing signal simulation control to obtain the release time of the actual demand for straight and left turns at this entrance.

[0110] The straight-to-left flow ratio is: (flow (straight) + flow (straight left → straight)) / (flow (left turn) × left turn flow correction coefficient + flow (straight left → left turn) × left turn flow correction coefficient).

[0111] Green light release time estimation

[0112] Through-the-straight demand equivalent: the sum of the equivalent flow of all through lanes crossing the stop line in the first three cycles ÷ 3.

[0113] Green light requirement time for going straight: straight demand equivalent ÷ number of straight lanes × straight headway time (straight headway time is an adjustable configuration parameter).

[0114] Estimated time for releasing the green light for going straight: if the required time for the green light for going straight is between the minimum green light time for going straight and the maximum green light time for going straight, the required time for the green light for going straight will be taken; if the required time for the green light for going straight is less than the minimum green light time for going straight, the minimum green light time for going straight will be taken; if the required time for the green light for going straight is greater than the maximum green light time for going straight, the maximum green light time for going straight will be taken.

[0115] Left-turn demand equivalent: the sum of the equivalent flow rates of all left-turn lanes crossing the stop line in the first three cycles ÷ 3.

[0116] Left turn green light required time: left turn demand equivalent ÷ number of left turn lanes × left turn headway (left turn headway is an adjustable configuration parameter).

[0117] Estimated time for releasing the left green light: If the required time for releasing the left green light is between the minimum green light time for releasing the left and the maximum green light time for releasing the left, the required time for releasing the left green light is taken; if the required time for releasing the left green light is less than the minimum green light time for releasing the left, the minimum green light time is taken; if the required time for releasing the left green light is greater than the maximum green light time for releasing the left, the maximum green light time is taken.

[0118] (Go straight + turn left) Estimated green light release time: Estimated green light release time for going straight + Estimated green light release time for turning left.

[0119] Function switch implementation

[0120] Switching method:

[0121] Go straight and turn left at the same time:

[0122] Scheme 1 → Scheme 2 (going straight to turning left): When the straight left phase of this cycle starts to flash green, the variable guide lane starts to flash straight; when the straight left phase ends with the yellow light and the red light turns on, the variable guide lane switches to turning left.

[0123] Scheme 1 → Scheme 3 (straight ahead changes to straight left): When the straight left phase of this cycle starts to flash green, the straight-ahead variable guide lane starts to flash; when the straight left phase ends with a yellow light and the red light turns on, the variable guide lane switches to straight left.

[0124] Scheme 2 → Scheme 1 (turn left to go straight): When the green light of the straight left phase of this cycle begins to flash, the variable guide lane starts to flash left; when the yellow light of the straight left phase ends and the red light turns on, the variable guide lane switches to going straight.

[0125] Scheme 2 → Scheme 3 (turn left to straight left): When the straight left phase of this cycle starts to flash green, the variable guide lane starts to flash left; when the straight left phase ends with the yellow light and the red light turns on, the variable guide lane switches to straight left.

[0126] Scheme 3 → Scheme 1 (change from straight left to straight): When the straight left phase of this cycle starts to flash green, the variable guide lane straight left starts to flash; when the straight left phase ends with the yellow light and the red light turns on, the variable guide lane switches to straight ahead.

[0127] Scheme 3 → Scheme 2 (straight left to left turn): When the straight left phase of this cycle starts to flash green, the variable guide lane straight left starts to flash; when the straight left phase yellow light ends and the red light turns on, the variable guide lane switches to turn left.

[0128] Go straight and turn left separately:

[0129] Scheme 1 → Scheme 2 (going straight to turning left): When the green light of the straight phase of this cycle begins to flash, the straight light of the variable guide lane begins to flash; when the yellow light of the straight phase ends and the red light turns on, the variable guide lane switches to turning left.

[0130] Scheme 2 → Scheme 1 (turn left and go straight): When the green light starts flashing during the left-turn phase of this cycle, the variable-guide lane starts flashing for left turn; when the yellow light of the left-turn phase ends and the red light turns on, the variable-guide lane switches to go straight.

[0131] Function switching judgment

[0132] Switching threshold: A pre-set positive value used to determine whether a lane switching function is required.

[0133] Cycle judgment: n is an integer greater than or equal to 4, used to determine whether the current solution has run for enough cycles.

[0134] Signal Phase

[0135] Signal phase: includes straight ahead phase, left turn phase and straight left phase.

[0136] Switch prompt

[0137] Flashing reminder: informs the driver of changes in lane function before and after switching.

[0138] Through the above working principle and preferred technical solution, the present invention can realize real-time monitoring and dynamic adjustment of traffic flow at the intersection, thereby improving the traffic efficiency and safety of the intersection.

[0139] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A variable guide lane adaptive control method based on intersection sensing signal control, characterized in that: The following steps are involved: Step 1: Basic information configuration; Step 1-1: Configure a lane function solution for the entrance lane where the variable guide lane is located; Step 1-2: Configure the corresponding variable solution for the lane function solution; Step 1-3: Configure the corresponding signal phase for the lane function; Step 1-4: Obtaining intersection sensing signal control parameters, wherein the control parameters include maximum green light time, minimum green light time and extended green light time, wherein the maximum green light time, minimum green light time and extended green light time are adjustable configuration parameters; Step 1-5: Select the initial solution; Step 2: Function switching judgment; Step 2-1: Get the real-time operation parameters of the intersection sensing signal control. If the acquisition is successful, continue with the following steps, otherwise exit; Step 2-2: Determine whether the current solution has been run for ≥ n cycles, where n is an adjustable configuration parameter. If it has been run, continue with the following steps; if it has not been run, keep the current solution unchanged; Step 2-3: Determine the release mode of going straight and turning left. If it is a simultaneous release of going straight and turning left, proceed to Step 2-4. If it is a separate release of going straight and turning left, proceed to Step 2-6. Step 2-4: Determine whether the minimum green light time is simulated for the three consecutive cycles of straight left release phases. If so, keep the current solution unchanged, otherwise continue to Step 2-5; Step 2-5: Calculate the variable solution that is closest to the straight-left traffic ratio and the straight-left lane ratio, and determine whether it is the current solution. If so, keep the current solution unchanged, otherwise continue with Step 3-1; Step 2-6: Determine whether the straight-ahead phase and the left-turn phase in the first three cycles simulate the minimum green light time. If yes, keep the current solution unchanged, otherwise continue to Step 2-7; Step 2-7: Determine whether the straight-ahead phase and the left-turn phase of the first three cycles are simulated to run to the maximum green light time. If yes, keep the current solution unchanged, otherwise continue with Step 2-8 and Step 2-9; Step 2-8: Estimate the expected duration of the green light (going straight + turning left); Step 2-9: Find the solution with the shortest estimated green light release time (straight ahead + left turn) as an alternative solution, and determine whether it is the current solution. If it is, keep the current solution unchanged, otherwise continue to Step 2-10; Step 2-10: Determine whether the plan needs to be switched. The judgment basis is: the estimated green light release time of the current plan (straight + left turn) - the estimated green light release time of the alternative plan (straight + left turn) ≥ the switching threshold, where the switching threshold is an adjustable configuration parameter. If the plan needs to be switched, continue with Step 3-1. If the plan does not need to be switched, keep the current plan unchanged; Step 3: Function switching implementation; Step 3-1: Determine the release mode. If the vehicle is released for both going straight and turning left at the same time, proceed to Step 3-2. If the vehicle is released for both going straight and turning left separately, proceed to Step 3-3. Step 3-2: Realize the function switching of simultaneous release of straight going and left turning; Step 3-3: Realize the function switching of separate driving for straight going and left turning.

2. The adaptive control method of variable guide lane based on intersection sensing signal control according to claim 1 is characterized in that: If the variable guide lane is located at the entrance of a four-lane road, the variable lane is located in the second lane and switches between left turn, straight left and straight ahead. The configured lane function scheme includes: Plan 1: Turn left - go straight - go straight - turn right; Option 2: Turn left - turn left - go straight - turn right; Option 3: Turn left - go straight left - go straight - turn right.

3. The adaptive control method of variable guide lane based on intersection sensing signal control according to claim 2 is characterized in that: The simulated release duration used for the minimum green light time and the maximum green light time is: only the traffic flow of the entrance road where the variable guide lane is located is used as the input of the intersection sensing signal simulation control to obtain the release duration of the actual demand for straight and left turns at this entrance road; In Step 2-5, the straight-to-left flow ratio is: (flow (straight) + flow (straight left→straight)) / (flow (left turn)×left turn flow correction coefficient+flow (straight left→left turn)×left turn flow correction coefficient).

4. The adaptive control method of variable guide lane based on intersection sensing signal control according to claim 3 is characterized in that: In Step 2-8, the estimated green light release time (straight+left turn) includes: A. Estimated through-travel demand equivalent: the sum of all through-travel lanes’ equivalent flow across the stop line in the first three cycles ÷ 3; B. Estimate the required time for the straight green light: straight demand equivalent ÷ number of straight lanes × straight headway, where the straight headway is an adjustable configuration parameter; C. Estimate the expected release time of the green light for going straight. If the required time of the green light for going straight is between the minimum green light time for going straight and the maximum green light time for going straight, the required time of the green light for going straight will be taken. If the required time of the green light for going straight is less than the minimum green light time for going straight, the minimum green light time for going straight will be taken. If the required time of the green light for going straight is greater than the maximum green light time for going straight, the maximum green light time for going straight will be taken. D. Estimate the equivalent left-turn demand: the sum of the equivalent flow of all left-turn lanes crossing the stop line in the first three cycles ÷ 3; E. Estimate the required time for a left turn green light: left turn demand equivalent ÷ number of left turn lanes × left turn headway, where the left turn headway is an adjustable configuration parameter; F. Estimate the expected release time of the left-turn green light. If the required time of the left-turn green light is between the minimum green light time for left-turn and the maximum green light time for left-turn, the required time of the left-turn green light is taken. If the required time of the left-turn green light is less than the minimum green light time for left-turn, the minimum green light time for left-turn is taken. If the required time of the left-turn green light is greater than the maximum green light time for left-turn, the maximum green light time for left-turn is taken. G. Calculate the estimated duration of the green light for (going straight + turning left): the estimated duration of the green light for going straight + the estimated duration of the green light for turning left.

5. The adaptive control method of variable guide lane based on intersection sensing signal control according to claim 4 is characterized in that: In the function switching implementation steps: In Step 3-2, the function switching method includes but is not limited to: Scheme 1 → Scheme 2 (going straight to turn left): When the green light starts flashing during the straight left phase of this cycle, the variable guide lane starts flashing for going straight; when the yellow light of the straight left phase ends and the red light turns on, the variable guide lane switches to turning left; Scheme 1 → Scheme 3 (going straight to going straight left): When the green light starts flashing in the straight left phase of this cycle, the variable guide lane starts flashing when going straight; when the yellow light of the straight left phase ends and the red light turns on, the variable guide lane switches to going straight left; Scheme 2 → Scheme 1 (turn left and go straight): When the green light starts flashing during the straight left phase of this cycle, the variable guide lane starts flashing for turning left; when the yellow light of the straight left phase ends and the red light turns on, the variable guide lane switches to going straight; Scheme 2 → Scheme 3 (turn left to straight left): When the green light starts flashing in the straight left phase of this cycle, the variable guide lane starts flashing for turning left; when the yellow light of the straight left phase ends and the red light turns on, the variable guide lane switches to straight left; Scheme 3 → Scheme 1 (straight left to straight ahead): When the straight left phase of this cycle starts to flash green, the variable guide lane straight left starts to flash; when the straight left phase ends with a yellow light and the red light turns on, the variable guide lane switches to straight ahead; Scheme 3 → Scheme 2 (straight left to left turn): When the straight left phase of this cycle starts to flash green, the variable guide lane straight left starts to flash; when the straight left phase yellow light ends and the red light turns on, the variable guide lane switches to turn left.

6. The adaptive control method of variable guide lane based on intersection sensing signal control according to claim 5 is characterized in that: In the function switching implementation steps: In Step 3-3, the function switching method includes but is not limited to: Scheme 1 → Scheme 2 (going straight to turning left): When the green light starts flashing during the straight phase of this cycle, the variable guide lane starts flashing for going straight; when the yellow light of the straight phase ends and the red light turns on, the variable guide lane switches to turning left; Scheme 2 → Scheme 1 (turn left and go straight): When the green light starts flashing during the left-turn phase of this cycle, the variable-guide lane starts flashing for left turn; when the yellow light of the left-turn phase ends and the red light turns on, the variable-guide lane switches to go straight.

7. The adaptive control method of variable guide lane based on intersection sensing signal control according to claim 6 is characterized in that: In the function switching judgment step, the switching threshold is a pre-set positive value, which is used to judge whether a lane switching function scheme is required.

8. The adaptive control method of variable guide lane based on intersection sensing signal control according to claim 7 is characterized in that: The n is an integer greater than or equal to 4, and is used to determine whether the current solution has been run for a sufficient number of cycles.

9. The adaptive control method of variable guide lane based on intersection sensing signal control according to claim 8, characterized in that: The signal phases include a straight-ahead phase, a left-turn phase, and a straight-left phase.

10. The adaptive control method of variable guide lane based on intersection sensing signal control according to claim 9, characterized in that: The switching method of the variable guide lane also includes a flashing prompt, which is used to inform the driver of the change in lane function before and after the switch.

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