A lightweight intersection traffic signal coordination control method

Abstract

The application relates to the field of intelligent traffic signal control, and discloses a lightweight intersection traffic signal coordination control method, which comprises the following steps: a center control module generates a coordination scheme based on traffic flow data, and performs decoupling processing on a turning pair to determine the optimal phase difference of each intersection; an edge signal control unit receives a coordination instruction and dynamically adjusts signal lamp timing; in a bus priority mode, the system calculates green wave countdown by monitoring the position of a bus in real time, adjusts the green light time to ensure bus priority, and automatically enters a single intersection induction control mode when there is no coordination request, and adaptively adjusts the green ratio and phase conversion according to real-time flow, thereby improving signal control flexibility. The application combines multi-source data fusion and intelligent optimization algorithms, realizes the combination of regional signal coordination and single-point adaptive control, effectively reduces traffic delay, and improves road traffic capacity and the intelligent level of traffic management.

Description

Technical Field

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

[0002] With the continuous growth of urban traffic, optimizing traffic signal control is crucial for improving road capacity. Existing signal control methods primarily include fixed timing, sensor-based control, and adaptive control. Fixed timing struggles to cope with dynamically changing traffic flows. While sensor-based control can adjust signal timing based on real-time detection data, it has limitations in regional coordination, making it difficult to create efficient green wave zones. Furthermore, while adaptive control offers certain intelligent optimization capabilities, its coordination and real-time performance remain limited in complex traffic environments.

[0003] Currently, regional traffic signal coordination primarily relies on fixed time slots or simple phase difference control methods, which make it difficult to account for the complex traffic relationships between different intersections, resulting in unstable signal coordination at upstream and downstream intersections. Regarding bus priority, traditional methods primarily ensure this by presetting priority phases or extending green light times. This lacks dynamic adjustments to the real-time location of buses and traffic conditions, resulting in low accuracy in green wave coordination. Furthermore, in the absence of coordination requests, signal control at single intersections typically utilizes traditional sensing methods, but lacks optimized adjustments to the green-to-signal ratio. This results in irrational green light time allocation for some phases, impacting overall traffic efficiency. Summary of the Invention

[0004] In response to the shortcomings of the existing technology, the present invention provides a lightweight intersection traffic signal coordination control method, which solves the problems of insufficient regional coordination ability, inaccurate bus priority passage and weak adaptability of single intersection signals in existing traffic signal control.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solutions: a lightweight intersection traffic signal coordination control method, comprising the following steps:

[0006] The central control module generates a regional global traffic signal coordination plan based on the fusion analysis of multi-source traffic data. The coordination plan includes timing information and a set of coordinated turn pairs.

[0007] Decoupling the coordinated steering pair set, eliminating coordination conflicts, and generating an edge-executable lightweight coordinated steering pair set;

[0008] The edge control module receives the timing information and the decoupled coordinated turn pair set, determines the coordinated phase difference reference, and establishes a communication relationship between the signal machines;

[0009] The edge control module adjusts the signal light timing in real time according to the coordination method of the coordinated steering pair, and controls the coordinated fleet to pass with green lights.

[0010] Preferably, the method further comprises: when there is no coordination request, the edge control module performs single-intersection sensing control.

[0011] Preferably, the multi-source traffic data includes at least one of vehicle network trajectory data, intersection fixed detector data, urban road network topology data, and signal control operation record data.

[0012] Preferably, the step of decoupling the coordinated steering pair set includes:

[0013] Traverse the coordinated turning pair set according to the trunk priority number. If the downstream intersection of the current coordinated pair has been marked as coordinated occupied, adjust the coordination mode to upstream coordinated downstream; otherwise, keep downstream coordinated upstream and mark the downstream intersection.

[0014] Preferably, the calculation formula for the phase difference of the coordinated fleet of the steering pair is:

[0015]

[0016] Where L is the length of the coordinated section, v is the average speed of the section, d is the downstream queue length, and h is the saturated headway.

[0017] Preferably, the step of the edge control module adjusting the timing of the signal light in real time according to the coordination mode of the coordinated steering pair includes:

[0018] If the coordination mode is downstream coordinating upstream, the downstream signal will calculate the countdown based on the phase difference and light up the coordination green light after the countdown ends;

[0019] If the coordination mode is upstream coordinating downstream, the upstream signal will calculate the countdown based on the downstream phase dynamic schedule and phase difference, and light the coordination green light after the countdown ends;

[0020] The reference relationship for requesting coordination of the green light on time is:

[0021] T up2down =T down -Δt=T down-2*Δt +Δt

[0022] T down2up =T up +Δt

[0023] Among them, T up2down Indicates the reference value of the upstream intersection coordination phase request green light time for upstream coordination of downstream steering alignment; T downIndicates the estimated green light on time of the downstream intersection corresponding to the phase of the upstream coordinated downstream turn; T down-2*Δt The time when the upstream coordinates the downstream steering alignment and the corresponding phase of the downstream intersection is advanced by 2 times Δt; T down2up Indicates the downstream coordination of upstream steering alignment, and the reference value of the green light on time of the downstream intersection coordination phase; T up It indicates that the downstream coordinates the upstream steering and the green light of the corresponding phase at the upstream intersection turns on.

[0024] Preferably, the step of the edge control module adjusting the timing of the traffic lights in real time according to the coordination mode of the coordinated steering pair further includes:

[0025] Receive the bus green wave coordination request, calculate the bus green wave countdown according to the bus position and road section parameters, and the bus priority coordination phase request green light on time, and dynamically adjust the green light time to ensure the green light passage of the bus. The calculation formula for the green wave coordination phase request green light on time countdown is:

[0026]

[0027] Among them, L bus is the distance from the current location of the bus to the intersection, v is the average speed of the road section, d queue is the queue length at the intersection, h is the saturated headway;

[0028] The reference relationship for coordinating the green light on time is:

[0029] T bus =T req +Δt bus

[0030] Among them, T bus T is the green light on time of the coordinated intersection phase for bus priority request, req The time when the bus priority request is initiated.

[0031] Preferably, the method further includes: a method for generating a real-time queue provides two methods according to the detection means:

[0032] Real-time detection of the queue situation at the intersection based on sensing equipment;

[0033] The queue length is estimated in real time based on the turn-to-coordinate flow ratio and the statistical time interval turn traffic demand.

[0034] Preferably, the method further includes: the edge control module quantitatively evaluates and reflects the real-time queue generation of the basic sensing control demand at the intersection, and the coordinated steering of the future queue demand to the coordination request for the fleet and bus priority, and generates a coordinated sensing control scheme for the current edge intersection based on the traffic decision information of real-time queueing, upstream and downstream coordinated fleet requests, and bus priority requests, so as to realize the coordinated optimization of the immediate queue demand and future coordinated fleet demand of this intersection.

[0035] Preferably, the lightweight intersection coordination control is mainly based on coordinated sensing control with minimum delay at the intersection.

[0036] The present invention also provides a lightweight intersection traffic signal coordination control system, comprising:

[0037] The central control module is used to integrate multi-source traffic data, generate a regional global traffic signal coordination plan, and decouple the coordinated turn pair set;

[0038] The edge control module is used to receive the coordination plan, adjust the signal light timing in real time according to the coordination method of the coordinated turn pair, and support single intersection sensing control;

[0039] The communication unit is used for data transmission between the center and edge modules, and coordination request communication between edge signals.

[0040] Preferably, the edge control module includes a bus green wave coordination unit for dynamically adjusting the green light time according to the bus green wave request.

[0041] The present invention provides a lightweight coordinated control method for traffic signals at intersections. It has the following beneficial effects:

[0042] 1. Through regional signal coordination and optimization, the present invention can accurately synchronize upstream and downstream intersections, reduce the waiting time of vehicles at intersections, improve overall traffic capacity, and alleviate traffic congestion.

[0043] 2. The present invention adopts a green wave coordination strategy for public transportation, dynamically adjusting signal timing according to the real-time location of buses, ensuring that buses have priority passage and improving public transportation punctuality and operating efficiency.

[0044] 3. The present invention combines induction control and green-to-signal ratio optimization algorithm to dynamically adjust the green light time according to real-time traffic flow, so that signal control can adapt to traffic flow changes and effectively reduce the average delay time of vehicles.

[0045] 4. When there is no coordination request, the edge signal machine of the present invention uses single intersection sensing control to automatically adjust the signal cycle according to changes in traffic flow, avoiding the inefficiency caused by fixed timing and improving the adaptability of the intersection.

[0046] 5. The present invention adopts multi-source data fusion and intelligent optimization algorithm to achieve accurate perception and control of traffic flow, improve the intelligence level of traffic light scheduling, and provide technical support for smart traffic management. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 A schematic diagram of the center-edge collaborative architecture of the present invention;

[0048] Figure 2 Schematic diagram of the method flow of the present invention;

[0049] Figure 3 This is a flowchart of the single-intersection coordinated sensing control execution of the present invention;

[0050] Figure 4 Schematic diagram of the system architecture of the present invention.

[0051] Among them, 10 is a central control module; 20 is an edge control module; 30 is a communication unit. DETAILED DESCRIPTION

[0052] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the present specification. 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 making creative efforts are within the scope of protection of the present invention.

[0053] Please see the attached Figure 1 -Attached Figure 3 This paper provides a lightweight intersection traffic signal coordination control method that achieves dynamic coordination of regional traffic signals by combining central global optimization with real-time edge control. The core of this method is to generate a global coordination solution and then decouple and execute it at the edge through lightweight steering pairs, reducing coordination switching losses while supporting bus priority.

[0054] The lightweight intersection traffic signal coordination control method of the present invention is based on the center-edge collaborative architecture, such as Figure 1 As shown, it consists of a central control module (control center) and edge control modules (edges 1 and 2), which interact with each other through communication units. The central module is responsible for global data analysis and coordination solution generation, while the edge module is responsible for real-time signal control. The specific process is as follows:

[0055] 1. Central module: Generates a regional global coordination solution based on multi-source data fusion and decouples the coordinated steering pair set.

[0056] 2. Edge module: Receives coordination plans, executes coordinated control strategies, and supports single-intersection sensing control.

[0057] The following describes the implementation of the present invention in detail with reference to specific steps.

[0058] like Figure 2 As shown, the lightweight intersection traffic signal coordination control method may include the following steps:

[0059] S1, the central control module generates a regional and global traffic signal coordination plan based on the fusion analysis of multi-source traffic data;

[0060] S2. Decouple the coordinated steering pair set, eliminate coordination conflicts, and generate a lightweight coordinated steering pair set that can be executed on the edge;

[0061] S3: The edge control module receives the timing information and the decoupled coordinated steering pair set, determines the phase difference reference, and establishes a communication relationship between the signal machines;

[0062] S4, the edge control module adjusts the signal light timing in real time based on the coordination mode of the coordinated steering pair, and controls the coordinated convoy to pass the green light;

[0063] S5. When there is no coordination request, the edge control module performs single-intersection sensing control.

[0064] In step S1, the central control module generates a regional global traffic signal coordination plan based on the fusion analysis of multi-source traffic data. The central control module receives traffic flow indicator data from multiple data sources. The data sources include:

[0065] Vehicle-to-everything (V2X) trajectory data: real-time speed, location, and driving trajectory of vehicles.

[0066] Fixed detector data at intersections: including queue length, lane occupancy, traffic flow, etc.

[0067] Urban road network topology configuration data: the structural relationship between each intersection and road in the road network.

[0068] Signal control operation record data: including historical timing plans, green-to-signal ratios, cycles, etc. for each intersection.

[0069] The central control module integrates this multi-source data to build a traffic state perception model and determines the signal cycle and green signal ratio based on the principle of balancing traffic capacity and traffic demand. After the signal cycle and green signal ratio are determined, the central control module converts the coordination requirements between intersections into a set of coordinated turning pairs (CTPs). Each coordinated turning pair represents the coordination information between a pair of upstream and downstream intersections. Each coordinated turning pair includes:

[0070] the turning phase at the upstream intersection;

[0071] the turning phase at the downstream intersection;

[0072] Trunk number;

[0073] The ranking of the main line;

[0074] Phase difference;

[0075] Coordination method (such as "downstream coordinates upstream" or "upstream coordinates downstream").

[0076] An example of the structure of a coordinated steering pair is as follows:

[0077] P=[(θ u ,θ d ,r,p,Δt,γ)]

[0078] in:

[0079] θ u It is the turning stage of the upstream intersection (for example, "go straight west").

[0080] θ d It is the turning stage of the downstream intersection (for example, "go straight west").

[0081] r is the trunk line number.

[0082] p is the position of the trunk line in the road network.

[0083] Δt is the phase difference, which represents the time difference between upstream and downstream (unit: seconds).

[0084] γ is the coordination mode, indicating whether it is “downstream coordinates upstream” or “upstream coordinates downstream”.

[0085] The central control module generates a complete coordinated turn pair set for all intersections for subsequent processing.

[0086] In step S2, the initially generated coordinated turn pair set is decoupled to eliminate potential coordination conflicts and ensure smooth signal coordination at each intersection. This step is based on the intersection of two trunk lines in regional coordination. Through specific algorithms and logic processing, the coordinated turn pair set is simplified into coordination requests suitable for execution by edge devices.

[0087] First, all intersections are initialized to the state coor_looked = false, indicating that these intersections have not yet been processed. This state is used to mark whether an intersection has been occupied by the coordination signal of other trunk lines, so as to determine whether there is a coordination conflict in subsequent processing.

[0088] Then, the trunk lines are traversed in ascending order, each time traversing the coordinated turn pairs in the trunk line. Each turn pair contains an upstream intersection and a downstream intersection.

[0089] For each turn pair in the trunk line, the following logic is used for processing:

[0090] If the coor_looked flag of the downstream intersection is true, it means that the intersection is already occupied by the coordinated signal of another trunk line. In this case, it is necessary to modify the coordination mode of the current turning pair, that is, change the coordination mode of the turning pair to "upstream coordinates downstream", that is, the downstream intersection coordinates the signal of the upstream intersection.

[0091] If the coor_looked flag of the downstream intersection is false, it means that the intersection has not been occupied by other trunk lines, so the coordination method of the current turn pair will not be changed. At the same time, the coor_looked flag of the downstream intersection is set to true, indicating that the intersection has been occupied by the coordination signal of the current trunk line to prevent subsequent conflicts.

[0092] After the decoupling process is completed, an updated set of coordinated turn pairs is obtained. The coordination methods in this set have been adjusted according to the occupancy of the intersection, avoiding conflicts when two upstream intersections simultaneously coordinate the same downstream intersection when two arterial roads intersect.

[0093] At this time, the coordinated turn pair set is simplified to only processing one coordination request for each intersection, thereby providing simplified and clear coordination information for the execution of edge devices.

[0094] In one embodiment, it is assumed that the set of steering pairs is Where: u i Indicates upstream intersection;

[0095] d i Indicates downstream intersection;

[0096] r represents the trunk line number;

[0097] p represents the position of the trunk line;

[0098] Δt represents the phase difference (unit: seconds);

[0099] γ represents the coordination mode.

[0100] The process of de-lotioning is as follows:

[0101] Initialize coor_looked = false for all intersections;

[0102] Iterate over all trunks by trunk number:

[0103] Traverse the turn pair set of the trunk line according to its position;

[0104] For each pair (u_i, d_i);

[0105] If coor_looked of d_i == true;

[0106] Change the coordination mode γ of the pair to "upstream coordinates downstream";

[0107] Otherwise, do not change γ, and mark coor_looked of d_i as true;

[0108] Returns the decoupled steering pair set.

[0109] The algorithm traverses all arterials and turning pairs, and determines whether the coordination method needs to be modified based on the coor_looked status flag, ultimately ensuring that the coordination requirements of all intersections are reasonably met and there are no conflicts.

[0110] By implementing the decoupling process in step S2, possible turn pair conflicts can be eliminated, ensuring that coordinated signals at each intersection are effectively executed during the regional coordination process. This approach not only simplifies the execution process on edge devices but also improves the efficiency and accuracy of regional traffic signal coordination, avoiding potential conflicts within the traffic signal system and achieving more efficient traffic management.

[0111] In step S3, the decoupled coordinated turn pairs from step S2 are transmitted to the edge signal control unit, which then performs signal coordination. The edge signal control unit is responsible for controlling the traffic light cycle and green-to-green ratio at each intersection based on the coordinated turn pairs, ensuring coordination and smooth traffic flow across intersections.

[0112] The edge signal control unit receives a set of coordinated turn pairs from the center. Each coordinated turn pair contains relevant coordination request information, including coordination mode, phase difference, trunk line number, upstream and downstream intersections, and other information. The edge signal control unit performs specific signal control tasks through the following process.

[0113] The edge signal control unit first receives the decoupled coordinated steering pair set sent by the center.

[0114] After receiving the coordinated steering pair, the edge signal control unit performs the following operations based on the content of each coordinated steering pair:

[0115] Update intersection signal cycles: Set the signal cycle and green-to-signal ratio at each intersection based on the timing information transmitted by the center. The signal cycle is provided by the previous timing information, and the green-to-signal ratio is determined based on the coordination method.

[0116] Handling the coordination mode of a coordinated turn pair: The edge signal control unit controls the traffic lights according to the coordination mode (e.g., "downstream coordinates upstream" or "upstream coordinates downstream"). If the current coordination mode is "downstream coordinates upstream," the traffic light control at the downstream intersection takes precedence, ensuring that the signal at the upstream intersection is coordinated with the control at the downstream intersection. Conversely, if the coordination mode is "upstream coordinates downstream," the traffic light control at the upstream intersection takes precedence.

[0117] Update Phase Difference: A phase difference, Δt, is applied to the signal cycle schedule to ensure a smooth transition of traffic flow between upstream and downstream intersections. Specifically, the phase difference refers to the difference in signal timing between upstream and downstream intersections. It is often used to coordinate signal switching at different intersections to avoid traffic congestion.

[0118] The edge signal control unit starts the specific signal control mechanism based on the above information. The signal control process includes the following aspects:

[0119] Signal cycle adjustment: The edge signal control unit adjusts the signal cycle C i and Green Letter G i The information provided by the central control module is set to ensure that the traffic lights at each intersection can work according to the predetermined cycle.

[0120] Coordinated Handling: For each coordinated turn pair, the edge signal control unit adjusts the signal switching method at the corresponding intersection based on the coordination method. For example, in the "downstream coordinates upstream" mode, the edge unit prioritizes the signal processing at the downstream intersection to ensure that traffic at the upstream intersection can pass in a timely manner.

[0121] Phase difference adjustment: The edge signal control unit adjusts the time difference of traffic lights at each intersection according to the phase difference information sent by the center to ensure a smooth transition of traffic flow.

[0122] After executing signal control, the edge signal control unit outputs control signals to the traffic lights at the intersection, ensuring that traffic signals at each intersection are adjusted according to the coordinated plan. Based on real-time traffic flow and signal cycles, the edge control unit precisely controls the traffic lights at the intersection to achieve the desired traffic flow.

[0123] In step S4, the edge intersections synchronize their clocks. Upon receiving a coordinated turn pair, they perform real-time signal control adjustments based on the smallest coordinated unit (i.e., a coordinated turn phase pair between the upstream and downstream intersections). The goal of coordinated signal control is to ensure that the coordinated convoy can pass through the intersection with minimal delay by synchronizing the green light times and phase differences between the upstream and downstream intersections.

[0124] First, a coordinated turn pair is defined as the coordinated signal control between upstream and downstream intersections. To ensure minimal delay for a coordinated convoy, the green light at the downstream intersection must coincide with the arrival of the convoy at the upstream intersection. This requires adjusting the signal control timing based on the phase difference between each turn pair.

[0125] The phase difference is calculated as follows:

[0126]

[0127] in:

[0128] L is the length of the coordinated section (unit: meter), which represents the length of the section from upstream to downstream.

[0129] v is the average speed of the road section (unit: m / s), which indicates the average speed of the vehicle.

[0130] d is the queue length at the downstream intersection (unit: meter), which indicates the length of the vehicle queue at the downstream intersection.

[0131] h is the saturated headway (unit: seconds), which represents the headway distance between vehicles when they pass through the intersection.

[0132] This formula is used to calculate the phase difference Δt of a turn pair, that is, the signal light time difference between the upstream and downstream intersections.

[0133] The signal control strategies at edge intersections vary depending on the coordination method. There are two coordination methods: downstream coordinating upstream and upstream coordinating downstream.

[0134] When the coordination mode is downstream coordinating upstream, the signal control logic is as follows:

[0135] When the green light turns on during the upstream coordination phase, the upstream signal needs to send a coordination request to the downstream.

[0136] After receiving the coordination request, the downstream signal machine calculates the coordination countdown of the downstream intersection based on the received coordination request time and the calculated phase difference Δt.

[0137] The reference calculation formula for the green light request time in the downstream coordination phase is:

[0138] T down2up =T up +Δt;

[0139] Among them, T down2up T is the time when the downstream coordinates the upstream turn to request the green light for the downstream. up It is the moment when the green light turns on at the corresponding stage of the upstream and mid-upstream intersections when the downstream coordinates the upstream.

[0140] When the countdown for the requested green light time ends, the downstream signal lights up the green light for the coordination phase, thereby ensuring that the coordinated convoy can pass through the downstream intersection smoothly.

[0141] When the coordination mode is upstream coordinating downstream, the signal control logic is as follows:

[0142] When the green light turns on during the downstream coordination phase, the downstream signal needs to send a coordination request to the upstream.

[0143] After receiving the coordination request, the upstream signal machine calculates the coordination countdown of the upstream intersection based on the received coordination request time and the calculated phase difference Δt.

[0144] The reference calculation formula for the green light request time in the upstream coordination phase is:

[0145] T up2down =T down -Δt=T down-2*Δt +Δt;

[0146] Among them, T up2down Indicates the green light on time of the upstream coordinated downstream turn request for the upstream intersection coordination phase, T down It is the time when the green light turns on during the coordination phase of the upstream coordinating the downstream turning to the mid-downstream intersection, T down-2*Δt It is the landmark moment of two phase differences ahead in the downstream intersection coordination phase.

[0147] When the countdown for requesting the green light ends, the upstream signal lights up the green light for the coordination phase, thus ensuring that the coordinated convoy can pass through the upstream intersection smoothly.

[0148] Through step S4, the edge signal control module achieves precise coordinated control, ensuring that traffic lights at upstream and downstream intersections illuminate in a coordinated manner, minimizing traffic delays. By calculating phase differences and adjusting coordinated countdowns, the coordinated fleet can smoothly pass through each intersection, improving traffic flow efficiency and optimizing traffic signal execution.

[0149] In a preferred embodiment, the edge control module not only supports the coordination of normal traffic flow, but also supports the green wave coordinated passage requirements of buses. Figure 3 As shown, a coordination execution flow chart with bus participation is presented.

[0150] This is achieved by dynamically adjusting the timing of traffic lights when buses pass through, ensuring that buses have priority through intersections, thereby improving the punctuality and service level of public transportation.

[0151] When a bus needs green wave coordination, it sends a green wave coordination request to the downstream intersection. After receiving the request, the edge control module calculates the green wave countdown of the bus in real time based on the signal control algorithm and traffic status.

[0152] In order to ensure that the bus can arrive at the intersection at the right time and pass smoothly, the edge control module needs to adjust the timing of the signal light in real time. At this time, the control algorithm calculates the green light time required by the bus according to the current position of the bus, the average speed of the road section, and the queuing length and saturated headway of the current intersection.

[0153] In the preferred embodiment, the calculation formula of the green wave countdown is as follows:

[0154]

[0155] Wherein:

[0156] L bus is the distance from the current position of the bus to the intersection (unit: meters).

[0157] v is the average speed of the road section (unit: meters / second), which represents the average speed of the vehicle.

[0158] d queue is the queuing length of the current intersection (unit: meters), which represents the length of the waiting vehicles at the intersection.

[0159] h is the saturated headway (unit: seconds), which represents the headway between vehicles.

[0160] According to the formula, first calculate the time required for the bus to arrive at the intersection, then subtract the effect of the queuing length on the passage, that is, adjust the passage time by the ratio of the queuing length to the saturated headway.

[0161] The corresponding green light start time of the bus priority request coordination phase is:

[0162] T bus = T req + Δt bus

[0163] Wherein, T req is the time when the bus priority request is initiated.

[0164] After receiving the green wave coordination request, the edge control module dynamically adjusts the timing of the intersection signal light according to the calculated countdown information:

[0165] Countdown and green light time allocation: the edge control module dynamically adjusts the green light time of the signal light according to the countdown calculation result, to ensure that the bus can pass through the intersection at the time of green wave coordination. For this purpose, the control module will calculate the appropriate green light duration according to the remaining green light time of the current stage and the countdown of the bus.

[0166] Green Wave Coordination Execution: When the countdown ends, the traffic lights at the downstream intersection will switch to the Green Wave Coordination phase on time, allowing the bus to pass smoothly. After the bus passes, the intersection will return to the normal sensor control mode and continue to handle other traffic flows.

[0167] Through this preferred embodiment, the edge control module not only ensures the coordinated passage of ordinary traffic flow but also dynamically adjusts signal timing based on the real-time location of buses and traffic conditions. Buses can smoothly pass through during green wave periods, thereby improving public transportation punctuality and service levels and reducing bus delays.

[0168] In step S5, if the edge signal control module does not receive a coordination request, it defaults to single-intersection sensing control mode. This mode monitors traffic flow data in real time, calculates the optimal green-to-signal ratio and phase transition rules, and ensures optimal signal timing.

[0169] The vehicle inspection device obtains data such as traffic flow, speed, and queue length. The edge control module calculates the green-to-signal ratio and adjusts the signal cycle to optimize traffic efficiency.

[0170] If the edge has real-time queue length detection capabilities such as radar, real-time queue data at the intersection can be used directly. Otherwise, the real-time queue length of each turn must be predicted based on the coordinated traffic proportion of each turn and the statistical time interval for turning traffic demand.

[0171] Queue turn =demand turn ×(1-coratio turn )

[0172] Among them, Queue turn It is the real-time queue of each turn, demand turn It is the traffic demand of each turn within the statistical time interval, which is the time interval from the time when the green light of this turn turns on to the time when the green light of the previous turn turns on. turn It refers to the proportion of upstream and downstream steering to coordinated traffic.

[0173] Based on the real-time queue length at the intersection reflecting the current intersection demand, and the upstream and downstream coordinated fleet requests and bus priority request information reflecting the future intersection traffic demand, the current and future requests are processed and integrated, with the minimum intersection delay time as the optimization goal, to obtain the current and future optimal induction control scheme phase switching schedule. The specific optimization objective function is expressed as:

[0174]

[0175] in:

[0176] w ijrepresents the vehicle delay time at intersection i at phase j (unit: seconds);

[0177] N is the total number of intersections;

[0178] M is the number of phases at each intersection.

[0179] By traversing the schemes that satisfy the traffic safety rules of the intersection, match the traffic demand and coordination requirements of the intersection, an inductive control phase switching scheme is obtained that targets the overall traffic delay of the intersection.

[0180] In this mode, the traffic light cycle can be adaptively adjusted to reduce the average waiting time and improve the traffic efficiency of a single intersection.

[0181] In general, the present invention provides an intelligent traffic signal control method based on regional coordination, including coordination scheme generation of the central control module, decoupling processing of steering pairs, execution of the edge signal control unit, green wave priority for buses, and single intersection sensing control. After the edge signal control unit receives the countdown for the coordination request, it calculates the stages, stage sequence, and stage time that need to be executed during the countdown based on the signal machine phase safety rules, the unit travel time benefit of the intersection, and other goals, completes the transition from the current stage to the coordination stage, and ensures that the coordinated fleet can pass with a green light or low delay. By integrating multi-source traffic data, the signal coordination within the region is optimized, and the green light time is adjusted by phase difference calculation and dynamic countdown to achieve precise synchronization of upstream and downstream intersections. This method takes into account the needs of both general traffic and bus priority, improves signal control efficiency, reduces traffic delays, enhances road traffic capacity, and provides an efficient and flexible solution for intelligent traffic management.

[0182] The lightweight intersection traffic signal coordination control system described below and the lightweight intersection traffic signal coordination control method described above may refer to each other.

[0183] Please see the attached Figure 4 The present invention also provides a lightweight intersection traffic signal coordination control system, comprising:

[0184] The central control module 10 is used to integrate multi-source traffic data, generate a regional global traffic signal coordination plan, and decouple the coordinated turn pair set;

[0185] The edge control module 20 is used to receive the coordination plan, adjust the signal light timing in real time according to the coordination mode of the coordinated turn pair, and support single intersection sensing control; the edge control module includes a bus green wave coordination unit, which is used to dynamically adjust the green light time according to the bus green wave request;

[0186] The communication unit 30 is used for data transmission between the center and edge modules, and coordination request communication between edge signals.

[0187] The system of this embodiment can be used to execute the above method embodiments, and its principles and technical effects are similar, so they will not be repeated here.

[0188] While 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 these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A lightweight intersection traffic signal coordination control method, characterized in that: The following steps are involved: Based on the fusion analysis of multi-source traffic data, the central control module generates a regional global traffic signal coordination plan. The coordination plan includes timing information and a set of coordinated turn pairs. The coordinated turn pair represents the coordination information between a pair of upstream and downstream intersections, including the turn phase of the upstream intersection, the turn phase of the downstream intersection, and the coordination method. Decoupling the coordinated steering pair set, eliminating coordination conflicts, and generating an edge-executable lightweight coordinated steering pair set; The edge control module receives the timing information and the decoupled coordinated turn pair set, determines the coordinated phase difference reference, and establishes a communication relationship between the signal machines; The edge control module adjusts the signal light timing in real time based on the coordination mode of the coordinated steering pair, and controls the coordinated fleet to pass through the green light; The step of decoupling the coordinated steering pair set includes: Traverse the coordinated turning pair set according to the trunk priority number. If the downstream intersection of the current coordinated pair has been marked as coordinated occupied, adjust the coordination mode to upstream coordinated downstream; otherwise, keep downstream coordinated upstream and mark the downstream intersection.

2. The lightweight intersection traffic signal coordination control method according to claim 1, characterized in that: The multi-source traffic data includes at least one of vehicle network trajectory data, intersection fixed detector data, urban road network topology data, and signal control operation record data.

3. The lightweight intersection traffic signal coordination control method according to claim 1, characterized in that: The step of determining the coordinated phase difference reference includes calculating the coordinated fleet phase difference; The calculation formula of the coordinated fleet phase difference is: Where L is the length of the coordinated section, v is the average speed of the section, d is the downstream queue length, and h is the saturated headway; The step of the edge control module adjusting the timing of the signal light in real time according to the coordination mode of the coordinated steering pair includes: According to the calculated phase difference Δt of the coordinated fleet, the signal light timing is adjusted in the following manner: If the coordination mode is downstream coordinating upstream, the downstream signal will calculate the countdown based on the phase difference and light up the coordination green light after the countdown ends; If the coordination mode is upstream coordinating downstream, the upstream signal will calculate the countdown based on the downstream phase dynamic schedule and phase difference, and light the coordination green light after the countdown ends; The reference relationship for requesting coordination of the green light on time is: T up2down =T down -Δt=T down-2*Δt +Δt T down2up =T up +Δt Among them, T up2down Indicates the reference value of the upstream intersection coordination phase request green light time for upstream coordination of downstream steering alignment; T down Indicates the estimated green light on time of the downstream intersection corresponding to the phase of the upstream coordinated downstream turn; T down-2*Δt The time when the upstream coordinates the downstream steering alignment and the corresponding phase of the downstream intersection is advanced by 2 times Δt; T down2up Indicates the downstream coordination of upstream steering alignment, and the reference value of the green light on time of the downstream intersection coordination phase; T up It indicates that the downstream coordinates the upstream steering and the green light of the corresponding phase at the upstream intersection turns on.

4. The lightweight intersection traffic signal coordination control method according to claim 1, characterized in that: The step of the edge control module adjusting the timing of the traffic lights in real time according to the coordination mode of the coordinated steering pair further includes: Receive the bus green wave coordination request, calculate the bus green wave countdown according to the bus position and road section parameters, and the bus priority coordination phase request green light on time, dynamically adjust the green light time to ensure the green light passage of the bus. The calculation formula for the green wave coordination phase request green light on time countdown is: Among them, L bus is the distance from the current location of the bus to the intersection, v is the average speed of the road section, d queue is the queue length at the intersection, h is the saturated headway; The reference relationship for coordinating the green light on time is: T bus =T req +Δt bus Among them, T bus T is the green light on time of the coordinated intersection phase for bus priority request, req The time when the bus priority request is initiated.

5. The lightweight intersection traffic signal coordination control method according to claim 1, characterized in that: The method further includes: providing two methods for generating a real-time queue according to the detection means: Real-time detection of the queue situation at the intersection based on sensing equipment; The queue length is estimated in real time based on the turn-to-coordinate flow ratio and the statistical time interval turn traffic demand.

6. The lightweight intersection traffic signal coordination control method according to claim 1, characterized in that: The method also includes: the edge control module quantitatively evaluates the real-time queue generation of the basic sensing control demand at the intersection, and the coordinated steering of the future queue demand to the coordinated request for the fleet and bus priority, and generates a coordinated sensing control plan based on the traffic decision information of the current edge intersection based on the real-time queue, upstream and downstream coordinated fleet request, and bus priority request, so as to achieve the coordinated optimization of the immediate queue demand and future coordinated fleet demand of the intersection.

7. A lightweight intersection traffic signal coordination control system, used to execute the lightweight intersection traffic signal coordination control method according to any one of claims 1 to 6, characterized in that: include: The central control module is used to integrate multi-source traffic data, generate a regional global traffic signal coordination plan, and decouple the coordinated turn pair set; The edge control module is used to receive coordination plans, adjust traffic light timing in real time based on coordination requests from coordinated turn pairs and bus priority requests, and support single intersection sensing control; The communication unit is used for data transmission between the center and edge modules, and coordination request communication between edge signals.

8. The lightweight intersection traffic signal coordination control system according to claim 7, characterized in that: The edge control module includes a bus green wave coordination unit, which is used to dynamically adjust the green light time according to the bus green wave request.

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