Arterial road signal coordination control method considering traffic flow conflict of signal-control-free intersection

Abstract

The invention discloses an arterial road signal coordination control method considering traffic flow conflicts of signal-control-free intersections, and the method comprises the following steps: S1, calculating an offset green signal ratio of adjacent signal-control intersections, and determining a relative phase difference optimization interval; s2, calculating projection intervals of phases where different driving-in traffic flows of the upstream intersection are located at the signal-control-free intersection of the road section; s3, constructing a constraint condition of a traffic flow projection interval, and calculating an offset green time ratio and a relative phase difference evaluation index; and S4, determining an optimal signal timing design scheme according to the sum of the absolute values of the bidirectional offset green signal ratios. The method can ensure that the bidirectional straight traffic flow of the trunk road is not influenced by the opposite conflict traffic flow at the non-signal-control intersection, and also can obtain the ideal green wave bandwidth at the downstream signal-control intersection.

Description

Technical Field

[0001] The invention relates to the research field of road traffic signal coordination control, and in particular to a main road signal coordination control method considering traffic conflicts at non-signaled intersections. Background Art

[0002] The non-signal control methods that can be used at intersections mainly include stop-and-give control and slow-down-and-give control. They are usually suitable for intersections with small road traffic and large differences in intersecting road traffic. They can also be used at intersections where conflicting vehicles arrive at different times and the rules for giving way are clear. In the case of weak traffic conflicts, the use of non-signal control can reduce vehicle waiting time and improve road traffic efficiency, but it must ensure that there is a clear priority between conflicting vehicles.

[0003] At present, most of the research on non-signalized intersections focuses on the analysis and evaluation of the performance indicators of intersections. There is little research on how to improve the traffic order of non-signalized intersections, and there is also little research on the optimization method of traffic order of non-signalized intersections in non-intelligent network environments. Especially when such intersections exist in green wave coordinated main roads, the existing technical methods cannot ensure that the coordinated vehicles on the main road are not affected by the conflict of oncoming traffic flow, and it is difficult to pass such intersections without stopping.

[0004] Therefore, when there is an unsignalized intersection between adjacent signalized intersections on a coordinated trunk road, it is worth analyzing and exploring how to coordinate the timing design of the adjacent signalized intersections so that the two-way through traffic is not disturbed and affected by the oncoming traffic at the unsignalized intersection, so as to take into account the green wave coordination of the adjacent signalized intersections and the safety and efficiency of the unsignalized intersections. Summary of the invention

[0005] The main purpose of the present invention is to overcome the shortcomings and deficiencies of the prior art and to provide a main road signal coordination control method that takes into account traffic conflicts at intersections without signal controls, so as to give consideration to both green wave passage of straight traffic on the main road and safe passage at intersections without signal controls, thereby improving the safety and efficiency of urban road traffic operation.

[0006] In order to achieve the above object, the present invention adopts the following technical solutions:

[0007] The present invention provides a main road signal coordination control method considering traffic conflicts at non-signalized intersections, comprising the following steps:

[0008] S1. Calculate the offset green-to-signal ratio of adjacent signal-controlled intersections and determine the relative phase difference optimization interval;

[0009] S2, calculating the projection interval of different phases of incoming traffic at the upstream intersection on the road section without signalized intersection;

[0010] S3, construct the constraint conditions of the vehicle flow projection interval, and calculate the offset green-to-signal ratio and relative phase difference evaluation index;

[0011] S4. Determine the optimal signal timing design scheme based on the sum of the absolute values ​​of the bidirectional offset green-to-signal ratios.

[0012] As a preferred technical solution, in step S1, the offset green signal ratio of adjacent signalized intersections is calculated, specifically:

[0013] Assume that intersections I1 and I2 are adjacent signal-controlled intersections, the direction from intersection I1 to intersection I2 is the upward direction, and its average driving speed is v, and the direction from intersection I2 to intersection I1 is the downward direction, and its average driving speed is For each set of common signal cycle and phase sequence combination, the ideal spacing a between intersection I1 and intersection I2 is calculated as:

[0014]

[0015] Where Δt1 and Δt2 are the time periods when the coordinated phase center moment of the uplink direction of intersection I1 and intersection I2 leads the coordinated phase center moment of the downlink direction, respectively; C is the common signal period; and n is an arbitrary integer;

[0016] Assuming that the actual distance between intersection I1 and intersection I2 is s, calculate the green signal ratio Δλ of the upward direction offset and the green signal ratio of the downward direction offset of intersection I2 They are:

[0017]

[0018] As a preferred technical solution, in step S1, the relative phase difference optimization interval is determined, specifically:

[0019] Taking the starting time of the green light in the up direction of the intersection as the reference time point for setting the phase difference, the base relative phase difference O of intersection I2 relative to intersection I1 is calculated as:

[0020]

[0021] Where, λ1 and λ2 are the green signal ratios of the coordinated phase in the uplink direction of intersection I1 and intersection I2 respectively;

[0022] Under the premise of ensuring that the sum of the two-way green wave bandwidth is greater than the maximum green wave bandwidth in any one direction, the relative phase difference value space is allowed to be appropriately adjusted. The allowable phase difference adjustment amount corresponding to the uplink offset green signal ratio Δλ is defined as ΔO1, ΔO1 = Δλ·C, and the downlink offset green signal ratio The corresponding phase difference allowable adjustment is The phase difference adjustment amount corresponding to the coordinated phase time difference of the intersection in the up direction is ΔO2. The phase difference adjustment amount corresponding to the coordinated phase time difference of the intersection in the downlink direction is: The maximum green wave bandwidth in the upstream direction is ΔO3, ΔO3 = min{λ1,λ2}·C, and the maximum green wave bandwidth in the downstream direction is The bidirectional initial loss green wave bandwidth ΔB0 corresponding to the reference relative phase difference O is:

[0023]

[0024] when When , it cannot be guaranteed that the sum of the two-way green wave bandwidth is greater than any one-way maximum green wave bandwidth, and the relative phase difference optimization interval is an empty set.

[0025] when When the relative phase difference is adjusted in the positive direction, the allowable adjustment amount is ΔO + , The relative phase difference negative adjustment amount is ΔO - , The relative phase difference optimization interval is [O-ΔO - ,O+ΔO + ].

[0026] As a preferred technical solution, in step S2, the projection interval of different phases of incoming traffic at the upstream intersection on the road section without signalized intersection is calculated, specifically:

[0027] The kth value O of the relative phase difference optimization interval k , O k =O-ΔO - +k-1, k∈{1,2,……,ΔO + +ΔO - +1}, determine the starting time and ending time of the phase (straight phase) of the straight-through traffic flow at the upstream intersection I1 in the upward direction respectively and The starting time and ending time of the phase (left turn phase) of the left-turning traffic flow are and Determine the starting time and ending time of the phase (straight phase) of the straight-through traffic flow at the upstream intersection I2 in the downlink direction. and The starting time and ending time of the phase (left turn phase) of the left-turning traffic flow are and

[0028] In the upward direction, the travel time t of the straight-entering traffic flow from the upstream intersection I1 to the intersection without signal control is S, calculate the phase projection of the straight line of intersection I1 at the starting time of the non-signaled intersection And the end time They are:

[0029]

[0030] In the upward direction, the travel time t of the vehicle turning left at the upstream intersection I1 to reach the intersection without signal control L , calculate the left turn phase projection of intersection I1 at the start time of the non-signaled intersection And the end time They are:

[0031]

[0032] In the down direction, the travel time of the straight-entering traffic flow from the upstream intersection I2 to the intersection without signal control is calculated. Calculate the starting time of the straight phase projection of intersection I2 at the intersection without signal control And the end time They are:

[0033]

[0034] In the downward direction, the travel time to the intersection without signal control is calculated based on the traffic flow turning left at the upstream intersection I2. Calculate the starting time of the left turn phase projection of intersection I2 at the intersection without signal control And the end time They are:

[0035]

[0036] by As the reference time point, by adding or subtracting a number of common signal cycles C, and Convert to time interval Inside;

[0037] For the straight phase in the uplink direction, its projection interval is for

[0038] For the left turn phase in the uplink direction, if Its projection interval for On the contrary, its projection interval for

[0039] For the downlink direction straight phase, if Its projection interval for like Its projection interval for

[0040] For the left turn phase in the downlink direction, if Its projection interval for like Its projection interval for

[0041] As a preferred technical solution, in step S3, the constraint conditions of the vehicle flow projection interval are constructed, specifically:

[0042] In order to prevent conflicts between two-way straight-through traffic flows at non-signalized intersections, the projection interval should meet the following requirements:

[0043]

[0044] In order to prevent the conflict between the straight-moving traffic and the reverse left-turning traffic at the non-signalized intersection, the projection interval should meet the following requirements:

[0045]

[0046] As a preferred technical solution, in step S3, the offset green-to-signal ratio and the relative phase difference evaluation index are calculated, specifically:

[0047] For the relative phase difference O k , calculate the uplink offset green-to-signal ratio Δλ k Green signal ratio with downward deviation for:

[0048]

[0049] Calculate the relative phase difference O k The sum of the absolute values ​​of the bidirectional offset green-to-signal ratios F:

[0050]

[0051] Traverse the relative phase difference optimization interval, take F minimum as the optimization goal, and determine the optimal relative phase difference O under the current common signal period C and phase sequence combination scheme C And the optimal evaluation index F C .

[0052] As a preferred technical solution, in step S4, the optimal signal timing design solution is determined according to the sum of the absolute values ​​of the bidirectional offset green-to-signal ratios, specifically:

[0053] According to the common signal cycle value range and phase sequence combination scheme set of adjacent signal-controlled intersections, all common signal cycle and phase sequence combination schemes are traversed according to S1-S3, and F C The minimum target is the optimal signal timing design scheme.

[0054] Compared with the prior art, the present invention has the following advantages and beneficial effects:

[0055] (1) The present invention comprehensively considers the green wave coordinated control effect of the main road and the safe passage requirements of conflicting traffic, and performs time separation of straight traffic and oncoming traffic at intersections without signal control, thereby reducing the interference of oncoming conflicting traffic on the coordinated traffic on the main road and improving the traffic efficiency and safety of urban roads.

[0056] (2) While ensuring the green wave coordinated control effect of two-way through traffic on the main road, the present invention expands the feasible domain of traffic conflict constraints at intersections without signal control by increasing the phase difference optimization space, thereby improving the applicability and effectiveness of the signal coordination design method. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0058] Figure 1 This is a flow chart of a trunk road signal coordination control method considering traffic conflicts at non-signalized intersections according to an embodiment of the present invention;

[0059] Figure 2 Embodiment of the present invention Schematic diagram of green wave bandwidth under different scenarios;

[0060] Figure 3 Embodiment of the present invention The change process of green wave bandwidth when the relative phase difference increases in the case;

[0061] Figure 4 Embodiment of the present invention The change process of green wave bandwidth when the relative phase difference decreases in the case;

[0062] Figure 5 is a schematic diagram of a bidirectional offset green-to-signal ratio when adjusting the relative phase difference in an embodiment of the present invention;

[0063] Figure 6 It is a time distance diagram of the optimal signal timing design scheme according to an embodiment of the present invention. DETAILED DESCRIPTION

[0064] In order to enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present application.

[0065] Reference to "embodiments" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described in this application may be combined with other embodiments.

[0066] This embodiment selects three intersections on the east-west main road, of which the intersections at both ends are signal-controlled intersections, marked as intersection I1 and intersection I2 from west to east, and the middle intersection is a non-signal-controlled intersection, marked as intersection I3. Assuming that the direction from west to east is the upward direction, the distance between intersection I1 and intersection I3 is 440m, the distance between intersection I3 and intersection I2 is 360m, the average driving speed of the road section is about 40km / h, the public signal cycle range is [80,100]s, the coordinated direction (east-west) of intersection I1 and intersection I2 adopts overlapping phase design, and the uncoordinated direction (north-south) adopts single-port phase design, and the green signal ratio allocation scheme of each phase is shown in Table 1.

[0067] Table 1 Green to signal ratio allocation scheme for each phase at signalized intersections

[0068]

[0069] like Figure 1 As shown, the present embodiment provides a trunk road signal coordination control method considering traffic conflicts at non-signalized intersections, including the following steps:

[0070] S1. Calculate the offset green-to-signal ratio of adjacent signal-controlled intersections and determine the relative phase difference optimization interval;

[0071] Furthermore, step S1 is specifically as follows:

[0072] S11. For each set of common signal cycle and phase sequence combination, the ideal spacing a between intersection I1 and intersection I2 is calculated as:

[0073]

[0074] Calculate the green signal ratio Δλ of the upstream direction and the green signal ratio of the downstream direction of intersection I2 They are:

[0075]

[0076] S12, taking the starting time point of the green light in the up direction of the intersection as the reference time point for setting the phase difference, the reference relative phase difference O of the intersection I2 relative to the intersection I1 is calculated as:

[0077]

[0078] Define the phase difference adjustment amount corresponding to the uplink green signal ratio deviation Δλ as ΔO1, ΔO1 = Δλ·C, and the downlink green signal ratio deviation The corresponding phase difference allowable adjustment is The phase difference adjustment amount corresponding to the coordinated phase time difference of the intersection in the up direction is ΔO2. The phase difference adjustment amount corresponding to the coordinated phase time difference of the intersection in the downlink direction is: The maximum green wave bandwidth in the upstream direction is ΔO3, ΔO3 = min{λ1,λ2}·C, and the maximum green wave bandwidth in the downstream direction is Bidirectional initial loss green wave bandwidth corresponding to the reference relative phase difference O

[0079] when When Figure 2 As shown, it is impossible to ensure that the sum of the two-way green wave bandwidth is greater than any unidirectional maximum green wave bandwidth, and the relative phase difference optimization interval is an empty set.

[0080] when When the relative phase difference is adjusted in the positive direction, the allowable adjustment amount is ΔO + , The green wave bandwidth changes as the relative phase difference increases. Figure 3 As shown, the negative allowable adjustment of the relative phase difference is ΔO - , The green wave bandwidth changes when the relative phase difference decreases as shown in the figure below: Figure 4 As shown, the relative phase difference optimization interval is [O-ΔO - ,O+ΔO + ].

[0081] Take the common signal cycle of 100s, and the phase sequence of intersection I1 and intersection I2 as "west straight left-east straight-east straight-east straight-south straight left-north straight left" and "east straight left-east straight-west straight-west straight left-north straight left-south straight left" respectively. The calculated Δt1 and Δt2 are 25s and -21s respectively, and the calculated ideal spacing a is:

[0082]

[0083] Calculate the green signal ratio Δλ of the upstream direction and the green signal ratio of the downstream direction of intersection I2 They are:

[0084]

[0085] The base relative phase difference O of intersection I2 relative to intersection I1 is calculated as:

[0086]

[0087] It can be calculated that ΔO1 = -1s, ΔO2=2s, ΔO3=36s, ΔB0=0s.

[0088] Because when hour, The relative phase difference optimization interval is [52,90]s.

[0089] S2. Calculate the projection interval of different phases of incoming traffic at the upstream intersection on the road section without signalized intersections; specifically:

[0090] The kth value O of the relative phase difference optimization interval k , O k =O-ΔO - +k-1, k∈{1,2,……,ΔO + +ΔO - +1}, respectively determine the start and end times of the upstream intersection for straight and left-turn traffic in the upward and downward directions Calculate the start and end times of straight and left-turn traffic in the upward and downward directions at the intersection without signal control based on the travel time by As the reference time point, by adding or subtracting a number of common signal cycles C, and Convert to time interval Find the corresponding projection interval

[0091] Taking the common signal cycle of 100s, the phase sequence of intersection I1 and intersection I2 are "west straight left-east straight-east straight-east straight-south straight left-north straight left" and "east straight left-east straight-west straight-west straight left-north straight left-south straight left" respectively, and the relative phase difference is 70s (k=19, the 19th round), it can be calculated According to the travel time t S =40s, t L =40s, Find the corresponding projection intervals respectively

[0092] S3, construct the constraint conditions of the vehicle flow projection interval, and calculate the offset green-to-signal ratio and relative phase difference evaluation index;

[0093] Furthermore, step S3 is specifically as follows:

[0094] S31: In order to avoid conflicts with straight-moving traffic at the intersection without signal control, determine whether the projection interval meets the constraint conditions.

[0095] S32, for the relative phase difference O k , the two-way offset green signal when the relative phase difference is adjusted is as follows Figure 5 As shown, the uplink and downlink offset green signal ratio Δλ is calculated k and for:

[0096]

[0097] Calculate the relative phase difference O k The sum of the absolute values ​​of the bidirectional offset green-to-signal ratios F:

[0098]

[0099] Traverse the relative phase difference optimization interval, take F minimum as the optimization goal, and determine the optimal relative phase difference O under the current common signal period C and phase sequence combination scheme C And the optimal evaluation index F C .

[0100] Take the common signal cycle of 100s, the phase sequence of intersection I1 and intersection I2 as "west straight left-east straight-east straight-east straight left-south straight left-north straight left" and "east straight left-east straight-west straight-west straight left-north straight left-south straight left" respectively, and the relative phase difference is 70s (k=19, the 19th round). The relevant traffic flow projection intervals all meet the constraints.

[0101] Calculate the green signal ratio of the uplink and downlink directions The sum of the absolute values ​​of the relative phase difference bidirectional offset green-to-signal ratio is F=0.02.

[0102] The relative phase difference optimization interval is traversed, and the evaluation index F of different relative phase differences is calculated as shown in Table 2, where “-” indicates that the relevant vehicle flow projection interval corresponding to the relative phase difference does not meet the constraint condition.

[0103] Table 2 Evaluation indexes of different relative phase differences

[0104]

[0105] It can be seen from Table 2 that when the public signal cycle is 100s, the phase sequences of intersections I1 and I2 are "west straight left-east straight-east straight-east straight-south straight left-north straight left" and "east straight left-east straight-west straight-west straight left-north straight left-south straight left" respectively. When the relative phase difference is 70s, 71s, and 72s, the sum of the absolute values ​​of the two-way offset green signal ratios F reaches the minimum, O 100 ={70,71,72}s, F 100 =0.02.

[0106] S4. Determine the optimal signal timing design scheme based on the sum of the absolute values ​​of the bidirectional offset green-to-signal ratios; specifically:

[0107] According to the above steps S1-S3, all the common signal cycles and phase sequence combination schemes are traversed to obtain F C The goal is to minimize the time delay, and the optimal signal timing design scheme is selected: 1) the evaluation index is 0.02; 2) the common signal cycle is 100s; 3) the phase sequence of intersection I1 and intersection I2 is "west straight left-east straight-east straight-east straight-south straight left-north straight left" and "east straight left-east straight-west straight-west straight-north straight left-south straight left" respectively; 4) the relative phase difference is 71s; 5) the time distance diagram of the optimal signal timing design scheme is shown in Figure 6 shown.

[0108] Those skilled in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by instructing the relevant hardware through a computer program, and the program can be stored in a non-volatile computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. As an illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link (Synchlink) DRAM (SLDRAM), memory bus (Rambus) direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0109] The technical features of the above embodiments may be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0110] The above embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited to the above embodiments. Any other changes, modifications, substitutions, combinations, and simplifications that do not deviate from the spirit and principles of the present invention should be equivalent replacement methods and are included in the protection scope of the present invention.

Claims

1. A method for coordinated control of trunk road signals considering traffic conflicts at non-signalized intersections, characterized in that: The steps include: S1. Calculate the offset green-to-signal ratio of adjacent signal-controlled intersections and determine the relative phase difference optimization interval; S2, calculating the projection interval of different phases of incoming traffic at the upstream intersection on the road section without signalized intersection; S3, construct the constraint conditions of the vehicle flow projection interval, and calculate the offset green-to-signal ratio and relative phase difference evaluation index; S4. Determine the optimal signal timing design scheme based on the sum of the absolute values ​​of the bidirectional offset green-to-signal ratios.

2. According to claim 1, a main road signal coordination control method considering traffic conflicts at non-signalized intersections is characterized in that: In step S1, the offset green signal ratio of adjacent signalized intersections is calculated, specifically: Assume that intersections I1 and I2 are adjacent signal-controlled intersections, the direction from intersection I1 to intersection I2 is the upward direction, and its average driving speed is v, and the direction from intersection I2 to intersection I1 is the downward direction, and its average driving speed is For each set of common signal cycle and phase sequence combination, the ideal spacing a between intersection I1 and intersection I2 is calculated as: Where Δt1 and Δt2 are the time periods when the coordinated phase center moment of the uplink direction of intersection I1 and intersection I2 leads the coordinated phase center moment of the downlink direction, respectively; C is the common signal period; and n is an arbitrary integer; Assuming that the actual distance between intersection I1 and intersection I2 is s, calculate the green signal ratio Δλ of the upward direction offset and the green signal ratio of the downward direction offset of intersection I2 They are:

3. According to claim 1, a main road signal coordination control method considering traffic conflicts at non-signalized intersections is characterized in that: In step S1, the relative phase difference optimization interval is determined, specifically: Taking the starting time of the green light in the up direction of the intersection as the reference time point for setting the phase difference, the base relative phase difference O of intersection I2 relative to intersection I1 is calculated as: Where, λ1 and λ2 are the green signal ratios of the coordinated phase in the uplink direction of intersection I1 and intersection I2 respectively; Under the premise of ensuring that the sum of the two-way green wave bandwidth is greater than the maximum green wave bandwidth in any one direction, the relative phase difference value space is allowed to be appropriately adjusted. The allowable phase difference adjustment amount corresponding to the uplink offset green signal ratio Δλ is defined as ΔO1, ΔO1 = Δλ·C, and the downlink offset green signal ratio The corresponding phase difference allowable adjustment is The phase difference adjustment amount corresponding to the coordinated phase time difference of the intersection in the up direction is ΔO2. The phase difference adjustment amount corresponding to the coordinated phase time difference of the intersection in the downlink direction is: The maximum green wave bandwidth in the upstream direction is ΔO3, ΔO3 = min{λ1,λ2}·C, and the maximum green wave bandwidth in the downstream direction is The bidirectional initial loss green wave bandwidth ΔB0 corresponding to the reference relative phase difference O is: when When , it cannot be guaranteed that the sum of the two-way green wave bandwidth is greater than any one-way maximum green wave bandwidth, and the relative phase difference optimization interval is an empty set. when When the relative phase difference is adjusted in the positive direction, the allowable adjustment amount is ΔO + , The relative phase difference negative adjustment amount is ΔO - , The relative phase difference optimization interval is [O-ΔO - ,O+ΔO + ].

4. According to claim 1, a main road signal coordination control method considering traffic conflicts at non-signalized intersections is characterized in that: In step S2, the projection intervals of different phases of incoming traffic at the upstream intersection on the road section without signalized intersections are calculated, specifically: The kth value O of the relative phase difference optimization interval k , O k =O-ΔO - +k-1, k∈{1,2,……,ΔO + +ΔO - +1}, determine the starting time and ending time of the phase (straight phase) of the straight-through traffic flow at the upstream intersection I1 in the upward direction respectively and The starting time and ending time of the phase (left turn phase) of the left-turning traffic flow are and Determine the starting time and ending time of the phase (straight phase) of the straight-through traffic flow at the upstream intersection I2 in the downlink direction. and The starting time and ending time of the phase (left turn phase) of the left-turning traffic flow are and In the upward direction, the travel time t of the straight-entering traffic flow from the upstream intersection I1 to the intersection without signal control is S , calculate the phase projection of the straight line of intersection I1 at the starting time of the non-signaled intersection And the end time They are: In the upward direction, the travel time t of the vehicle turning left at the upstream intersection I1 to reach the intersection without signal control L , calculate the left turn phase projection of intersection I1 at the start time of the non-signaled intersection And the end time They are: In the down direction, the travel time of the straight-entering traffic flow from the upstream intersection I2 to the intersection without signal control is calculated. Calculate the starting time of the straight phase projection of intersection I2 at the intersection without signal control And the end time They are: In the downward direction, the travel time to the intersection without signal control is calculated based on the traffic flow turning left at the upstream intersection I2. Calculate the starting time of the left turn phase projection of intersection I2 at the intersection without signal control And the end time They are: by As the reference time point, by adding or subtracting a number of common signal cycles C, and Convert to time interval Inside; For the straight phase in the uplink direction, its projection interval is for For the left turn phase in the uplink direction, if Its projection interval for On the contrary, its projection interval for For the downlink direction straight phase, if Its projection interval for like Its projection interval for For the left turn phase in the downlink direction, if Its projection interval for like Its projection interval for 5. According to claim 1, a main road signal coordination control method considering traffic conflicts at non-signalized intersections is characterized in that: In step S3, the constraints of the vehicle flow projection interval are constructed, specifically: In order to prevent conflicts between two-way straight-through traffic flows at non-signalized intersections, the projection interval should meet the following requirements: In order to prevent the conflict between the straight-moving traffic and the reverse left-turning traffic at the non-signalized intersection, the projection interval should meet the following requirements:

6. According to claim 1, a trunk road signal coordination control method considering traffic conflicts at non-signalized intersections is characterized in that: In step S3, the offset green-to-signal ratio and the relative phase difference evaluation index are calculated, specifically: For the relative phase difference O k , calculate the uplink offset green-to-signal ratio Δλ k Green signal ratio with downward deviation for: Calculate the relative phase difference O k The sum of the absolute values ​​of the bidirectional offset green-to-signal ratios F: Traverse the relative phase difference optimization interval, take F minimum as the optimization goal, and determine the optimal relative phase difference O under the current common signal period C and phase sequence combination scheme C And the optimal evaluation index F C .

7. The main road signal coordination control method considering traffic conflicts at non-signalized intersections according to claim 1, characterized in that: In step S4, the optimal signal timing design scheme is determined according to the sum of the absolute values ​​of the bidirectional offset green-to-signal ratios, which is specifically: According to the common signal cycle value range and phase sequence combination scheme set of adjacent signal-controlled intersections, all common signal cycle and phase sequence combination schemes are traversed according to S1-S3, and F C The minimum target is the optimal signal timing design scheme.

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