Intersection dynamic emptying maximization green wave control method and system based on high-speed wireless communication (EUHT) technology

Abstract

The invention provides an intersection dynamic emptying maximization green wave control method and system based on a high-speed wireless communication (EUHT) technology, and aims to optimize urban trunk traffic signal coordination control and improve traffic flow efficiency. The method comprises the following steps: acquiring traffic index data of a vehicle in real time through vehicle-road cooperation equipment based on a high-speed wireless communication (EUHT) network; judging whether the current phase is a coordinated phase or not, and determining whether the phase is allowed to end in advance or not according to the real-time traffic state; based on the road section basic information and the real-time traffic data, whether clearing time of the coordination phase is sufficient or not is evaluated; dynamically updating the phase saving time according to the planned operation time and the actual operation record; dynamic signal control is implemented according to phase requirements; and finally a control instruction is generated and issued to the annunciator for execution. The method can effectively reduce the number of parking times at the intersection, improves the green wave continuity and the traffic efficiency of the main road, and has high practicability and popularization value.

Description

Technical Field

[0001] The present invention belongs to the technical field of intelligent transportation control, and particularly relates to a green wave control method and system for maximizing dynamic clearance at intersections based on high-speed wireless communication (EUHT) technology. The method aims to optimize the green wave coordination control, reduce the disturbance of vehicle queuing on the coordination control when the green light starts, and thus improve the traffic efficiency of the main road. Through vehicle-road cooperation technology, real-time traffic data collection and analysis are realized to ensure dynamic adjustment of signal timing to achieve the goal of maximizing the intersection traffic efficiency. Background Art

[0002] Green wave coordination control is an important means to improve the traffic efficiency of urban main roads and has been widely applied to urban road traffic signal control. However, in actual applications, its effect is often limited. One of the key problems is that when the vehicle fleet arrives at the intersection, affected by the queue during the previous red light, the vehicles are forced to decelerate or even stop, destroying the continuity of the green wave.

[0003] To solve this problem, a green wave control method for maximizing dynamic clearance at intersections based on high-speed wireless communication (EUHT) technology is proposed. The method can dynamically calculate whether the clearance time of the coordinated phase is sufficient by real-time sensing the traffic flow state before the vehicle fleet arrives. If not, the empty release time of the uncoordinated phase is adjusted to the coordinated phase to maximize the clearance of queuing vehicles at the intersection and ensure the smooth connection of the green wave. This method can further improve the trunk line traffic efficiency, reduce the number of stops at intersections, and improve the overall traffic fluency. Summary of the Invention

[0004] This application aims to solve the problems in trunk line coordinated control, such as the excessive queuing of vehicles with green lights in the coordinated phase, which hinders the normal passage of green wave vehicles, and the empty release of vehicles in the uncoordinated phase. For this purpose, this application provides a green wave control method and system for maximizing dynamic clearance at intersections based on high-speed wireless communication (EUHT) technology. By real-time sensing the vehicle position and traffic state, the signal timing is dynamically adjusted to reduce the queuing phenomenon in the coordinated phase and avoid the empty release of the uncoordinated phase, further improving the traffic efficiency of the main road.

[0005] This application provides a green wave control method and system for maximizing dynamic clearance at intersections based on high-speed wireless communication (EUHT) technology, including:

[0006] Based on the lane, a virtual detection area is set up to detect and judge whether there are vehicles in the lane. The structured data of the lanes at the trunk line intersection are stored, and the position of the lane detector is calibrated based on the high-precision map for detecting whether a vehicle arrives at the lane.

[0007] According to the trunk traffic control requirements, configure the basic timing parameters for intersections and set the relevant parameters of the signal control algorithm. It mainly includes:

[0008] (1) The timing information includes intersection phase sequence, stage duration, phase difference, coordinated phase and other information;

[0009] (2) The algorithm optimization strategy parameter information sets the green light duration, minimum green duration, maximum green duration, saturated headway, extended green and other information according to the plan.

[0010] Based on vehicle-road collaborative devices, including in-vehicle terminals, roadside units (RSUs) and the central platform, obtain the real-time position and running speed information of vehicles. The speed of the vehicle on the road section is calculated according to the passing time of the exit lane of the upstream intersection, the arrival time at the entrance lane of the downstream intersection and the intersection waiting time. The road section speed is evaluated using the 85th percentile value of the vehicle running speed to more accurately reflect the actual traffic conditions.

[0011] Collect vehicle position information and detector configuration information at a millisecond-level frequency for vehicle presence / absence verification at intersections, and synchronously upload the vehicle presence / absence information to the central platform through a high-speed wireless communication (EUHT) network for the algorithm engine to make signal optimization decisions.

[0012] Based on the signal optimization control algorithm, dynamically calculate the signal lights of each intersection on the trunk line. The steps include:

[0013] Step S501: Determine whether the current running phase is a coordinated phase. When coordinated control starts, calculate the planned start time and end time of each phase. If it is a coordinated phase, switch to the next phase after running to the planned end time;

[0014] Step S502: If the current running phase is a non-coordinated phase, ensure that its running duration meets the minimum green light time;

[0015] Step S503: Determine whether there is a vehicle passing demand for the current non-coordinated phase. If there are vehicles, continue to ensure the operation of this phase until it reaches the fixed duration; if there are no vehicles, further determine whether there is a passing demand for other phases. If there is a demand, switch to the corresponding phase; if there is no demand, switch to the next phase after running to the planned end time;

[0016] Step S504: Real-time evaluate whether the queue clearance time of the lane corresponding to the coordinated phase is sufficient. If the clearance time is insufficient, after the current non-coordinated phase runs to the fixed duration, give priority to switching to the coordinated phase.

[0017] Step S505, perform control strategies at a millisecond-level to generate control instructions on whether to switch phases.

[0018] Finally, according to the control protocol, the generated control instructions are sent to the signal lights for execution through a high-speed wireless communication (EUHT) network to achieve dynamic regulation of the signal lights. Description of the Drawings

[0019] Figure 1 It is a logical flowchart of the dynamic green wave maximization coordination control service.

[0020] Figure 2 It is a logical diagram of the dynamic clearance maximization green wave control.

[0021] Figure 3 It is a logical diagram of the dynamic clearance maximization green wave control algorithm service. Detailed Implementation Manner

[0022] The present invention will be further described below with reference to the drawings and embodiments.

[0023] This application aims to solve the problems in arterial coordination control, such as the excessive queuing of green-light vehicles in the coordinated phase, which hinders the normal passage of green wave vehicles, and the empty running of non-coordinated phases without vehicles. To this end, this application provides a green wave control method and system for dynamic clearance maximization at intersections based on high-speed wireless communication (EUHT) technology. By real-time sensing of vehicle positions and traffic states, the signal light timing is dynamically adjusted to reduce the queuing phenomenon in the coordinated phase, while avoiding the empty running of non-coordinated phases, and further improving the traffic efficiency of the main road.

[0024] This application provides a green wave control method and system for dynamic clearance maximization at intersections based on high-speed wireless communication (EUHT) technology, including:

[0025] Based on the lane, a virtual detection area is set up to detect and determine whether there are vehicles in the lane. The structured data of the lanes at the arterial intersection is stored, and the position of the lane detector is calibrated based on the high-precision map for detecting whether a vehicle arrives at the lane.

[0026] According to the arterial traffic control requirements, detailed timing basic parameters are configured for the intersection, and relevant parameters of the signal control algorithm are set. Specifically, it includes the following aspects:

[0027] (1) Timing information: including the phase setting and operation parameters of the intersection. The main contents include:

[0028] Phase sequence: defines the release sequence of each phase at the intersection;

[0029] Cycle length: based on the key intersections, calculate the cycle length of each intersection operation;

[0030] Stage duration: set the operation time of each signal stage;

[0031] Phase difference: Coordinates the time difference between phases for implementing coordinated control of the green wave band;

[0032] Coordinated phase: Defines the priority passing phase of the main road to ensure smooth arterial traffic.

[0033] (2) Algorithm optimization strategy parameters: Set signal optimization parameters according to the actual traffic flow and management plan. The main contents include:

[0034] Green time of phase: Dynamically adjusts the green time of each phase according to traffic demand;

[0035] Minimum green time: Sets the minimum green time of a phase to ensure basic passing requirements;

[0036] Maximum green time: Sets the maximum green time of a phase to prevent over-occupation;

[0037] Saturation headway: Uses the headway when the traffic flow is in a saturated state to calculate the queue clearance time;

[0038] Extended green light information: Decides whether to appropriately extend the green time according to the detected real-time traffic flow conditions to reduce vehicle delays and stop times.

[0039] Through the above parameter configuration and optimization strategy, ensure that the signal control algorithm can effectively coordinate arterial traffic and improve the overall passing efficiency.

[0040] Based on vehicle-road collaborative devices, including in-vehicle terminals, roadside units (RSUs), and the central platform, obtain the real-time position and running speed information of vehicles. The running speed of vehicles on a section can be calculated through the passing time at the exit lane of the upstream intersection, the time to reach the entrance lane of the downstream intersection, and the intersection waiting time. The intersection waiting time refers to the time occupied when the vehicle speed is 0 km / h. Calculation formula:

[0041]

[0042] Where:

[0043] V 85 : 85th percentile speed of the section (km / h);

[0044] L: Section length (km);

[0045] T t : Time for the vehicle to reach the entrance lane of the downstream intersection (s);

[0046] T s : Time for the vehicle to pass through the exit lane of the upstream intersection (s);

[0047] T w: Intersection waiting time, i.e., the time (s) when the vehicle speed is 0 km / h.

[0048] The speed of the road section is evaluated using the 85th percentile value of the vehicle operating speed to more accurately reflect the actual traffic conditions.

[0049] Collect vehicle position information and detector configuration information at a millisecond-level frequency to check for the presence or absence of vehicles at intersections, and synchronously upload the vehicle presence or absence information to the central platform via a high-speed wireless communication (EUHT) network for the algorithm engine to make signal optimization decisions.

[0050] Based on the signal optimization control algorithm, dynamically calculate the signal lights at each intersection of the arterial road. The steps include:

[0051] Step S501: Determine whether the current operating phase is a coordinated phase. If it is a coordinated phase, switch to the next phase after running to the planned end time;

[0052] Step S502: If the current operating phase is a non-coordinated phase, ensure that its operating duration meets the minimum green light time;

[0053] Step S503: Determine whether there is a vehicle passing demand in the current non-coordinated phase. If there are vehicles, continue to ensure the operation of this phase until the fixed duration is reached; if there are no vehicles, further determine whether there is a passing demand in other phases. If there is a demand, switch to the corresponding phase; if there is no demand, switch to the next phase after running to the planned end time;

[0054] Step S504: Real-time evaluate whether the queue clearance time of the lane corresponding to the coordinated phase is sufficient. If the clearance time is insufficient, after the current non-coordinated phase runs to the fixed duration, give priority to switching to the coordinated phase. Queue clearance time calculation formula:

[0055] t c =h s ×n+l

[0056] Where:

[0057] t c : Clearance time

[0058] h s : Saturation headway

[0059] n: Maximum number of queued vehicles

[0060] l: Start-up lost time, value = 4

[0061] Whether the queue clearance time is sufficient is calculated based on the road section distance, the real-time 85th percentile speed of the road section, the start time of the phase coordination point, calculate the time difference from the start time of the phase plan to the coordination point, and the queue clearance time.

[0062] Formula for calculating the planned clearance time:

[0063]

[0064] Where:

[0065] Planned Clearance Time, in seconds (s);

[0066] Coordination Start Time, usually in seconds (s);

[0067] Planned Start Time, usually in seconds (s);

[0068] Formula for calculating the available clearance time:

[0069]

[0070] Where:

[0071] Available Clearance Time, in seconds (s);

[0072] V 85 : 85th percentile speed of the road section (km / h);

[0073] L: Length of the road section (km);

[0074] Meet the clearance time, otherwise not meet.

[0075] Step S505, control strategy at the millimeter level to generate a control instruction for whether to switch phases.

[0076] Finally, according to the control protocol, the generated control instruction is sent to the signal machine for execution through the high-speed wireless communication (EUHT) network to achieve dynamic regulation of the signal lights.

[0077] The specific embodiments described above are only used to illustrate the technical solutions of the present invention rather than to limit them. The purpose and detailed implementation plans of this application have been further described in detail. Those of ordinary skill in the art should understand that the technical solutions of the present invention can be modified or equivalently replaced without departing from the spirit and scope of the technical solutions of the present invention. Any modifications, equivalent replacements, improvements, etc. should be included within the protection scope of this application.

Claims

1. A green wave control method and system for maximizing dynamic clearance at intersections based on high-speed wireless communication (EUHT) technology, including: Step S1: Calibrate the virtual detection area. Based on the lanes, a virtual detection area is set up to detect and determine whether there are vehicles in the lanes. Step S2: Optimize parameter configuration. According to the trunk traffic control requirements, configure the basic timing parameters of the intersection and set the relevant parameters of the signal control algorithm. Step S3: Obtain traffic indicators. Through vehicle-road cooperation technology, real-time traffic data such as the running position and speed of vehicles are obtained. Step S4: Judge the lane traffic flow. Based on the real-time position of the vehicle, determine whether the vehicle is located within the virtual detection area. Step S5: Dynamically generate instructions for the signal optimization algorithm engine. Based on the signal optimization control algorithm, dynamically calculate the signal lights of each intersection on the trunk line. Step S6: Issue control instructions. According to the signal control protocol, issue the control instructions to the signal machine for operation.

2. The green wave control method and system for maximizing dynamic clearance at intersections based on high-speed wireless communication (EUHT) technology according to claim 1, wherein in step S1, the position of the virtual detection area supports dynamically adjusting the detection position according to the control requirements.

3. The green wave control method and system for maximizing dynamic clearance at intersections based on high-speed wireless communication (EUHT) technology according to claim 1, wherein in step S2, the basic parameters include the basic configuration information of the trunk line intersection and the parameter information of the algorithm optimization strategy. The timing information includes intersection phase sequence, stage duration, phase difference, and coordinated phase light information. The algorithm optimization strategy parameter information sets the green light duration, minimum green duration, maximum green duration, saturated headway, and extended green light information according to the scheme.

4. The green wave control method and system for maximizing dynamic clearance at intersections based on high-speed wireless communication (EUHT) technology according to claim 1, wherein in step S3, based on vehicle-road cooperation devices, including in-vehicle terminals, roadside units (RSUs), and a central platform, the real-time position and running speed information of vehicles are obtained through a high-speed wireless communication (EUHT) network.

5. The green wave control method and system for maximizing dynamic clearance at intersections based on high-speed wireless communication (EUHT) technology according to claim 1, wherein in step S4, if a vehicle is detected entering the detection area, a corresponding vehicle presence information is generated; the running speed of the vehicle on the section is collected, and the 85th percentile speed is taken. The vehicle position information and section speed information are uploaded to the central platform in real time through the high-speed wireless communication (EUHT) network.

6. The green wave control method and system for maximizing dynamic clearance at intersections based on high-speed wireless communication (EUHT) technology according to claim 1, wherein in step S5, based on the signal optimization control algorithm, the signal lights of the trunk line intersections are dynamically adjusted. Specific steps: On the premise of meeting the coordinated control requirements, dynamically clear the queuing vehicles at the coordinated phases of each intersection on the trunk line. For non - coordinated phases, the green - light duration is dynamically adjusted through an optimization algorithm to reduce the delay time of non - coordinated phases. Overall trunk - line stop times and vehicle delay times are reduced through comprehensive optimization.

7. A green - wave control method and system for maximizing intersection dynamic clearance based on high - speed wireless communication (EUHT) technology according to claim 1, characterized in that Connect to the signal machine and the signal control system, and in real - time send signal control instructions to the operation of the signal machine through the high - speed wireless communication (EUHT) network. Through the method of the present invention, the traffic efficiency of the trunk line can be effectively improved, and intersection coordinated control and intelligent management can be achieved.

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