Inductive coordination control method for arterial intersection with U-turn control in connected vehicle environment

Abstract

The present invention belongs to the technical field of traffic signal control, and specifically relates to a method for inductively coordinated control of arterial intersections with U-turn control in a connected vehicle environment. The method comprises the following steps: determining an intersection design scheme and parameters for an arterial intersection in an urban road network; analyzing the operating characteristics of each vehicle flow within each control period, and determining a background signal timing scheme for inductively coordinated control of the arterial intersection using a timed coordinated control method; setting an inductively coordinated control process, including phase control logic and phase termination conditions; and calculating the arterial intersection vehicle travel time, the initial green light time for coordinated / uncoordinated phases, the extended green light time for coordinated / uncoordinated phases within a single time window, and the phase difference between coordinated phases of adjacent intersections involved in the phase control logic and phase termination conditions, thereby achieving effective control of the arterial intersection. The present invention implements inductively coordinated control of arterial intersections, capable of responding to changes in traffic demand at the arterial intersection in real time.

Description

Technical Field

[0001] The present invention belongs to the technical field of traffic signal control, and in particular relates to an inductive coordination control method for a trunk intersection with controlled U-turn in a vehicle networking environment. Background Art

[0002] For individual intersections within a road network, signal timing can be optimized in real time based on traffic demand, using inductive control methods. Traditional inductive control methods utilize fixed sensors such as coils, geomagnetic sensors, video sensors, and radar to capture traffic demand and optimize signal timing in real time. However, these fixed sensors can only capture traffic demand based on the momentary state of vehicles and are expensive to install and maintain. When a U-turn opening and a short left-turn lane are provided on the entrance, U-turn and left-turn vehicles typically share the same short left-turn lane. U-turn vehicles queue and depart based on the U-turn opening, while left-turn vehicles queue and depart based on the stop line. In this case, these fixed sensors are unable to capture the directional flow requirements of individual vehicles in the mixed traffic flow on the short left-turn lane in real time. Instead, they can only infer the directional flow requirements of vehicles in the mixed traffic flow based on the flow direction of vehicles after they exit the intersection. The resulting data lacks real-time performance, further exacerbating the limitations of traditional inductive control methods.

[0003] The fully inductive control method for a single intersection utilizes the connected vehicle environment to directly obtain, in real time, the flow requirements of each vehicle in the mixed traffic flow on the short left-turn lane. This method is suitable for single intersections with U-turn openings and short left-turn lanes. When adjacent arterial intersections in a road network are close together, the correlation of traffic flows at these arterial intersections cannot be ignored, and the provision of U-turn openings further complicates this correlation. Existing fully inductive control methods for single intersections ignore the impact of U-turn traffic or traffic flows at upstream intersections on the operational efficiency of traffic flows at that intersection, while existing inductive coordinated control methods for arterial intersections ignore the impact of U-turn traffic on the operational efficiency of traffic flows at arterial intersections. Therefore, neither the existing fully inductive control methods for single intersections nor the inductive coordinated control methods for arterial intersections can be directly applied to arterial intersections with U-turn controls.

[0004] To address the shortcomings of the aforementioned existing control methods, the use of a connected vehicle (IoV) environment can be considered. This environment can not only directly and in real time obtain the flow requirements of each vehicle in the mixed traffic flow on the short left-turn lane at a single intersection, but also directly and in real time obtain the flow requirements of each vehicle in the mixed traffic flow at all major intersections, from upstream to downstream intersections. For major intersections with U-turn openings and short left-turn lanes in the road network, by integrating the flow direction, position, speed, acceleration, and other information directly and in real time obtained by the IoV environment, a method for inductive coordination control of U-turn-controlled major intersections in an IoV environment can be developed. This method can improve the operating efficiency of major intersections with U-turn openings and short left-turn lanes, helping to alleviate road traffic congestion. Summary of the Invention

[0005] In view of the above deficiencies in the existing technology, the purpose of the present invention is to provide a method for sensing and coordinating control of trunk intersections with controlled U-turns in a vehicle networking environment, which can analyze the impact of U-turn openings, short left-turn lanes and signal phase schemes on the operation rules of traffic flow, and utilize direct real-time information such as the flow direction, position, speed, acceleration, etc. of all vehicles provided by the vehicle networking environment to implement sensing and coordinating control of trunk intersections and respond to changes in traffic demand at trunk intersections in real time.

[0006] To achieve the above objectives, the present invention provides a method for sensing and coordinating control of a trunk intersection with controlled U-turn in a connected vehicle environment, comprising the following steps:

[0007] S1. Determine intersection design schemes and parameters for arterial intersections in urban road networks, including channelization schemes, signal phasing schemes, virtual stop line locations, yellow light duration, full red time, minimum green light duration, maximum green light duration, time window duration, alternative green light extension duration, minimum saturation, and common cycle duration variability.

[0008] S2. Divide a day into multiple control periods based on historical traffic demand, analyze the operational characteristics of each traffic flow within each control period, and use a timed coordinated control method to determine the background signal timing scheme for induction coordinated control at arterial intersections, including the common cycle duration, background green light duration for each phase, and background phase differences between adjacent intersections.

[0009] S3. Setting the induction coordination control process, including phase control logic and phase termination conditions;

[0010] S4. Calculate the vehicle travel time of the main intersection involved in the phase control logic and phase termination conditions, the initial green light time of the coordinated phase and the green light extension time of the coordinated phase in a single time window, the initial green light time of the uncoordinated phase and the green light extension time of the uncoordinated phase in a single time window, and the phase difference between the coordinated phases of adjacent intersections to achieve effective control of the main intersection.

[0011] As a preferred embodiment of the present invention, in S1, the intersection design scheme and parameters specifically include:

[0012] S1.1. Channelization scheme: For the entrance road a of intersection i with a U-turn opening and a left-turn short lane, the stop line is called the actual stop line, and the area between the starting section of the entrance road's left-turn short lane and the actual stop line is called the short lane area, where 、 , I is the number of intersections, is the number of entrance lanes at intersection i; the geometric design parameters of the entrance lane include the number of left-turn lanes , Number of through lanes , Number of right-turn lanes , Length of left-turn short lane , U-turn opening position , U-turn opening length , U-turn opening width ;

[0013] For arterial intersections, the direction with the greatest traffic demand is the coordination direction. The geometric design parameters also include the stop line spacing between the entrances of intersection i and intersection i+1 in the coordination direction. , the distance between the actual stop line of intersection i entrance a and the entrance and exit along the road section ;

[0014] 、 、 、 、 、 、 、 、 The unit is meter;

[0015] S1.2 Signal Phase Scheme: All intersections use the same signal phase scheme with a double-loop structure. The signal phases controlling traffic in the coordinated direction and traffic in the uncoordinated direction are called coordinated phases and uncoordinated phases, respectively.

[0016] U-turn traffic is controlled by the U-turn phase and passes within the current left-turn phase of the entrance lane or the straight-ahead phase of the left entrance lane. If the current left-turn phase of the entrance lane and the straight-ahead phase of the left entrance lane are adjacent, the U-turn phase will remain green during the green light interval of the adjacent phases, indicating a continuous U-turn signal. Otherwise, the U-turn signal is discontinuous.

[0017] Regardless of the coordinated phase or the uncoordinated phase, the phase green light time is divided into the initial green light time and the green light extension time;

[0018] S1.3, Virtual Stop Line Position: Set corresponding virtual stop lines for U-turn vehicles, left-turn vehicles, and straight-ahead vehicles respectively; for the entrance lane a of intersection i, the virtual stop line parameters include the distance between the virtual stop line for U-turn and the left boundary line of the U-turn opening. , the distance between the left-turn virtual stop line and the actual stop line , the distance between the straight virtual stop line and the actual stop line ; 、 and The unit is meter;

[0019] S1.4, Yellow light time and full red time: The yellow light time of each independent phase is recorded as , the full red time of adjacent independent phases is recorded as ; and The unit of is seconds;

[0020] S1.5, Minimum green time and maximum green time: Set the minimum green time for the coordinated phase and maximum green time , set the minimum green time for uncoordinated phases and maximum green time ; 、 、 and The unit of is seconds;

[0021] S1.6, Time window duration and alternative green light extension time: Time window duration The value is 2~5s, and the alternative green light extension time is ;

[0022] S1.7, Minimum saturation: Set the minimum saturation for the coordination phase termination and the lowest saturation of the non-harmonious phase termination ;

[0023] S1.8. Common cycle duration variability: The end time of the coordination phase in the background signal timing plan is called the latest give-way time of the coordination phase. The ratio of the length of the coordination phase cut-off interval from the latest give-way time to the common cycle duration is called the common cycle duration variability. :

[0024] (1);

[0025] Where, is the common cycle length; n is the number of independent phases;

[0026] Allows fine-tuning of the cycle duration of each intersection based on the common cycle duration.

[0027] As a preferred embodiment of the present invention, in said S2, the process of determining the background signal timing scheme is as follows:

[0028] S2.1. Use the ordered clustering method to divide a day into multiple control periods based on historical traffic demand;

[0029] S2.2. The configuration of U-turn openings on shared sections of adjacent intersections includes: all sections have U-turn openings, only one entrance has a U-turn opening, or no U-turn openings are configured. Consequently, the traffic flow characteristics on the adjacent intersections and their shared sections vary. When U-turn openings are configured on shared sections of adjacent intersections, the U-turn traffic, left-turn traffic, through-traffic traffic, and right-turn traffic exiting the upstream intersection may all potentially be in the coordinated direction of the downstream intersection after entering the downstream section. When only one entrance has a U-turn opening or no U-turn openings are configured on shared sections of adjacent intersections, the U-turn traffic, left-turn traffic, through-traffic traffic, right-turn traffic, or left-turn traffic, through-traffic traffic, and right-turn traffic exiting the upstream intersection may also potentially be in the coordinated direction of the downstream intersection after entering the downstream section.

[0030] Regardless of whether the entrance lane with the U-turn opening is in the coordinated direction, whether the U-turn signal on the entrance lane is continuous will affect the departure process of the U-turn traffic and left-turn traffic on the entrance lane, and thus affect the green light time of the left-turn phase in which the vehicles in these traffic flows are located; specifically, if the left-turn phase of the entrance lane is followed by the straight-ahead phase of the left entrance lane, the U-turn vehicles that have entered the short lane area during the green light of the left-turn phase can continue to pass in the next phase, and there is no need to provide more green light time for these U-turn vehicles; conversely, the U-turn vehicles that have entered the short lane area during the green light of the left-turn phase cannot pass normally in the next phase, and it is necessary to provide more green light time for these U-turn vehicles so that they can leave the intersection as soon as possible; to avoid vehicles queuing twice, the green light time of the left-turn phase and the green light time of the straight-ahead phase must both meet the traffic needs of the vehicles queuing in the short lane area;

[0031] S2.3. For each control period, based on the traffic flow characteristics, a timed coordinated control method is used to determine the background signal timing plan for that control period, including the common cycle duration, the background green light time of each phase, and the background phase difference between adjacent intersections.

[0032] As a preferred solution of the present invention, in S3, the phase control logic is:

[0033] The ending time of the green light of the uncoordinated phase and the ending time of the green light of the coordinated phase in the background signal timing plan are respectively referred to as the uncoordinated phase mandatory cut-off time and the coordinated phase latest give-way time; within each signal cycle, the uncoordinated phase or the coordinated phase is allowed to start or end early, the uncoordinated phase is prohibited from ending later than its mandatory cut-off time, and the coordinated phase is allowed to end within its permitted cut-off interval. The actual signal timing plan is generated according to actual traffic demand, and the ending time of the green light of the coordinated phase in this plan is referred to as the coordinated phase actual give-way time. The time difference between this time and its latest give-way time shall not exceed the coordinated phase permitted cut-off interval;

[0034] To ensure efficient operation of coordinated traffic flow while taking into account the traffic needs of uncoordinated traffic flow, within each signal cycle, starting from the uncoordinated phase following the coordinated phase, if the background green light time of the uncoordinated phase exceeds its actual demand, the uncoordinated phase will be terminated early, and the surplus green light time will be transferred backward, while the next phase will start early. Otherwise, the uncoordinated phase will end at its mandatory disconnection time; and so on. The surplus green light time accumulates, and any uncoordinated phase or coordinated phase can use part or all of the surplus green light time of the previous phase until the coordinated phase terminates within its permitted disconnection interval.

[0035] At the start of a green light at any phase, vehicles in the queue and non-queue states are referred to as queue vehicles and subsequent vehicles, respectively. For each entrance lane of each intersection, regardless of whether it is a coordinated phase or an uncoordinated phase, the initial green light time is used to clear queued vehicles in the lane group within the short lane area, and the extended green light time is used to release more subsequent vehicles in the lane group within the short lane area to ensure green light time utilization. Regardless of whether the left-turn phase or the through-going phase is a coordinated phase, the green light time for the left-turn phase is determined based on the continuity of the U-turn signal, the travel time of the U-turn vehicle and the left-turn vehicle, the minimum green light time and the maximum green light time. The green light time for the through-going phase is determined based on the travel time of the through-going vehicle, the minimum green light time and the maximum green light time.

[0036] For each phase of each intersection, after the initial green light time, the sliding time window method is used to gradually extend the green light time, and the phase saturation is guaranteed to be no less than its minimum saturation when the phase is switched. Within any time window, the number of releasable vehicles and the phase saturation corresponding to all alternative green light extension times are calculated. If the phase saturation corresponding to all alternative green light extension times is less than the minimum saturation, the right of way is switched from this phase to the next phase. Otherwise, the green light extension time required within the time window is the alternative green light extension time corresponding to the maximum phase saturation that is no less than the minimum saturation. Based on actual traffic needs, it is allowed not to set the green light extension time.

[0037] For any coordination phase, if the end time of the green light extension in the current time window is earlier than the start time of the permitted cut-off interval, and if there is no need to provide more green light time for the following vehicles, the coordination phase will end at the start time of its permitted cut-off interval. Otherwise, the next time window will be opened. If the end time of the green light extension in the current time window is not earlier than the start time of the permitted cut-off interval, and if there is no need to provide more green light time for the coordinated traffic flow, the coordination phase will end at the end time of the green light extension in the current time window. Otherwise, the next time window will be opened. This continues until the coordination phase ends within its permitted cut-off interval.

[0038] For any uncoordinated phase, if the end time of the green light extension in the current time window is earlier than the forced disconnection time, if there is no need to provide more green light time for subsequent vehicles, the uncoordinated phase will end at the end time of the green light extension in the current time window; otherwise, the next time window will be opened; if the end time of the green light extension in the current time window is not earlier than the forced disconnection time, the uncoordinated phase will end at its forced disconnection time.

[0039] As a preferred embodiment of the present invention, in S3, the phase termination condition is:

[0040] In order to improve the utilization rate of green light time and avoid queuing vehicles going back to the upstream intersection, the termination conditions of the coordinated phase and the uncoordinated phase are set respectively;

[0041] For any coordinated phase, if the initial green light time or the end time of the green light extension time of the current time window is earlier than the start time of the permitted cut-off interval, the coordinated phase continues; otherwise, it is determined whether the coordinated phase termination condition is met. If so, the coordinated phase ends at the initial green light time or the end time of the green light extension time of the current time window; otherwise, the coordinated phase continues until the coordinated phase ends within its permitted cut-off interval.

[0042] For any uncoordinated phase, starting from the initial green light time or the end of the green light extension time of the current time window, determine whether the uncoordinated phase termination condition is met. If so, the uncoordinated phase is terminated at the initial green light time or the end of the green light extension time of the current time window. If not, the uncoordinated phase continues until it is terminated at its forced disconnection time.

[0043] For a coordinated phase whose initial green light time or the end time of the green light extension of the current time window is not earlier than the start time of the permitted cut-off interval, or an uncoordinated phase whose initial green light time has ended, if any of the following situations are found using information obtained from the vehicle network environment, the coordinated phase or uncoordinated phase will end at the end time of the initial green light time or the end time of the green light extension of the current time window, and the right of way will be switched to the next phase:

[0044] The phase saturation corresponding to the end of the initial green light time of the current phase is less than the minimum saturation of the phase;

[0045] The phase saturation corresponding to the number of vehicles that can be released by all alternative green light extension times in the current time window of the current phase is less than the minimum saturation of the phase.

[0046] As a preferred embodiment of the present invention, in S4, the calculation method of the vehicle travel time at the trunk intersection is:

[0047] Since different types of vehicles require different travel times, the vehicle type number is denoted as k. , K is the number of vehicle types;

[0048] The green light times required for queueing vehicles and subsequent vehicles are as follows:

[0049] In any phase, if a queued vehicle has already passed the virtual stop line when the minimum green light time ends, it will definitely be able to leave the intersection before the yellow light of the current phase ends. At this time, the required time for the queued vehicle to pass is the minimum green light time. Otherwise, the required time for the queued vehicle to pass is equal to the time from the start of the green light of the phase to the time when the queued vehicle passes the virtual stop line.

[0050] Let all vehicles in a certain direction on the entrance lane a be recorded as traffic flow m, where traffic flow m is one of the following: U-turn traffic flow, left-turn traffic flow, and straight traffic flow. Then, the time required for all queued vehicles in traffic flow m of entrance lane a of intersection i to pass the actual stop line or U-turn opening within the signal cycle c is for:

[0051] (2);

[0052] (3);

[0053] Where, 、 are the number and quantity of vehicles in the kth category queue of traffic flow m in entrance lane a of intersection i within signal cycle c, respectively; For queued vehicles The distance from the actual stop line or the left boundary line of the U-turn opening; For queued vehicles The time required to cross the actual stop line or U-turn opening; For queued vehicles The time required to cross the virtual stop line; U, L, and T are U-turn traffic, left-turn traffic, and straight traffic respectively; It is a binary variable to judge whether the traffic flow m on the entrance lane a of intersection i is in a coordinated phase. If so, ,on the contrary, ; 、 and The unit of is seconds; The unit is meter;

[0054] At the end of the initial green light time, if a subsequent vehicle has already passed the virtual stop line, the green light time required for the subsequent vehicle is 0; otherwise, the green light time required for the subsequent vehicle is equal to the time required for the subsequent vehicle to travel from its current position to the virtual stop line. =2~5s, assuming that the acceleration of the subsequent vehicles in a single time window remains unchanged; then, the time required for the subsequent vehicles of traffic flow m in lane a of intersection i to pass the actual stop line or turn around in a single time window of signal cycle c is for:

[0055] (4);

[0056] (5);

[0057] Where, is the number of the kth subsequent vehicle of traffic flow m in entrance lane a of intersection i within signal cycle c; For subsequent vehicles The distance from the actual stop line or the left boundary line of the U-turn opening; The distance between the virtual stop line of traffic flow m in entrance lane a of intersection i and the actual stop line or the left boundary line of the U-turn opening; 、 The subsequent vehicles velocity and acceleration; The unit is seconds, and The unit is meter. The unit is meters per second, The unit is meters per second squared.

[0058] As a preferred solution of the present invention, in S4, the calculation method of the initial green light time of the coordinated phase and the green light extension time of the coordinated phase in a single time window is:

[0059] For any coordinated phase within any signal cycle, based on actual traffic demand, the coordinated phase must not terminate later than its latest give-way time, but can terminate within its permitted cut-off interval;

[0060] The initial green light time of the coordinated phase should be between the difference between the minimum green light time and the maximum green light time and the permitted cut-off interval or the maximum green light time to ensure that all queued vehicles on the lane group are fully released; then, the initial green light time required for the traffic flow m in the entrance lane a of the intersection i in the coordinated phase within the signal cycle c is for:

[0061] (6);

[0062] Where, The latest yielding time for traffic flow m in the phase of entrance lane a of intersection i within signal cycle c; and The unit of is seconds;

[0063] If the end time of the initial green light time of the coordinated phase is not later than the start time of its permitted cut-off interval, the green light extension time of the coordinated phase is first taken as the difference between the start time of its permitted cut-off interval and the end time of the initial green light time. If there is no subsequent vehicle within the green light extension time of the coordinated phase or the phase saturation corresponding to the number of releasable vehicles is less than its minimum saturation, the coordinated phase ends at the start time of its permitted cut-off interval. Otherwise, starting from the start time of the permitted cut-off interval of the coordinated phase, the sliding time window method is used to determine whether to extend the green light time of the coordinated phase; conversely, starting from the end time of the initial green light time of the coordinated phase, the sliding time window method is used to determine whether to extend the green light time of the coordinated phase; the green light time of the coordinated phase is allowed to be extended multiple times, but it can be extended to the maximum green light time of the coordinated phase at most, or it must not end later than the latest give-way time of the coordinated phase, and whether to extend the green light time of the coordinated phase is determined time window by time window;

[0064] For a single time window, first calculate the phase saturation corresponding to the number of vehicles that can be released for each alternative green light extension time. If the phase saturation corresponding to the number of vehicles that can be released for all alternative green light extension times is less than the minimum saturation of the coordinated phase, the green light extension time of the coordinated phase in this time window is set to 0. Otherwise, the green light extension time of the coordinated phase in this time window is the alternative green light extension time selected with the maximum phase saturation corresponding to the number of vehicles that can be released. The coordinated phase will open the next time window after the green light time in this time window is extended.

[0065] When the traffic flow m at the entrance lane a of intersection i is in the coordinated phase within the signal cycle c, Green light extension time required for each time window for:

[0066] (7);

[0067] (8);

[0068] Where, ; and are the time window number and the number of time windows of traffic flow m in entrance lane a of intersection i within signal cycle c, respectively; A function that returns the alternative green light extension time corresponding to the maximum phase saturation in the current time window; The traffic flow m at the entrance lane a of intersection i in signal cycle c is The green light extension time in the time window is The phase saturation obtained when Extend the time of the alternative green light for each phase; is the saturation flow rate of the lane group where the traffic flow m is located in the entrance lane a of intersection i; The traffic flow m at the entrance lane a of intersection i in signal cycle c is The number of the k-th subsequent vehicle in the time window; For subsequent vehicles Passenger car equivalent value Pcu; For subsequent vehicles Time required to pass the virtual stop line; 、 and The unit of is seconds; The unit is Pcu per second.

[0069] As a preferred embodiment of the present invention, in S4, the calculation method of the initial green light time of the uncoordinated phase and the green light extension time of the uncoordinated phase in a single time window is:

[0070] The initial green light time of the uncoordinated phase should be between its minimum green light time and maximum green light time to ensure that all queued vehicles on the lane group are fully released. Therefore, the initial green light time required for the traffic flow m in the entrance lane a of the intersection i in the uncoordinated phase within the signal cycle c is for:

[0071] (9);

[0072] Where, The unit is seconds;

[0073] If the initial green light time of the uncoordinated phase is equal to its maximum green light time, the uncoordinated phase shall not terminate later than its mandatory disconnection time; otherwise, starting from the end time of the initial green light time of the uncoordinated phase, a sliding time window method is used to determine whether to extend the green light time of the uncoordinated phase; the green light time of the uncoordinated phase can be extended multiple times, but at most to the maximum green light time of the uncoordinated phase, and shall not terminate later than its mandatory disconnection time, and whether to extend the green light time of the uncoordinated phase is determined for each time window;

[0074] For a single time window, first calculate the phase saturation corresponding to the number of vehicles that can be released for each alternative green light extension time. If the phase saturation corresponding to the number of vehicles that can be released for all alternative green light extension times is less than the minimum saturation of the non-coordinated phase, the green light extension time of the non-coordinated phase in this time window is set to 0. Otherwise, the green light extension time of the non-coordinated phase in this time window is the alternative green light extension time selected with the maximum phase saturation corresponding to the number of vehicles that can be released. The non-coordinated phase will open the next time window after the green light time in this time window is extended.

[0075] When the traffic flow m at the entrance lane a of intersection i is in a non-coordinated phase within the signal cycle c, Green light extension time required for each time window for:

[0076] (10);

[0077] (11);

[0078] Where, The unit is seconds;

[0079] To avoid traffic conflicts, the phases of traffic flows in front of the gates of different rings must end at the same time. Regardless of whether each traffic flow is a coordinated traffic flow, its phase ends at the end of the green light time of the later phase. The end time of the phase green light time is adjusted as follows:

[0080] (12);

[0081] Where, and They are the traffic flow m and the traffic flow a of the entrance lane of intersection i in signal cycle c. Traffic The green light time of the phase ends. It also represents an entrance road of intersection i, For the import road Traffic flow; To determine the intersection i entrance road a traffic flow m and entrance road Traffic Is it a binary variable before the same gate? If so, , if not, ; and The unit is seconds.

[0082] As a preferred solution of the present invention, the green light time of the coordinated phase of the traffic flow m in the entrance lane a of the intersection i within the signal cycle c is After the extension, the green light time of the coordinated phase shall not exceed the maximum green light time of the coordinated phase, that is:

[0083] (13);

[0084] The green light time of the non-coordinated phase of traffic flow m in entrance lane a of intersection i within signal cycle c has elapsed. After the extension, the green light time of the uncoordinated phase shall not exceed the maximum green light time of the uncoordinated phase, that is:

[0085] (14).

[0086] As a preferred solution of the present invention, in S4, the phase difference between the coordinated phases of adjacent intersections is calculated as follows:

[0087] To ensure the effect of induction coordination control at arterial intersections, the impact of the uncoordinated traffic flow at the upstream intersection and the traffic flow at the entrances and exits along the road section on the coordinated traffic flow at the downstream intersection is considered. The phase difference between the coordinated phases in the coordinated direction from intersection i to i+1 within the signal cycle c is:

[0088] (15);

[0089] (16);

[0090] Where, The entrance lane of intersection i+1 within signal cycle c Traffic The phase difference between the coordinated phase and the coordinated phase of traffic flow m in entrance lane a of intersection i; The entrance road of intersection i+1 Traffic The background phase difference between the coordinated phase and the coordinated phase of traffic flow m in entrance lane a of intersection i; The entrance lane of intersection i+1 within signal cycle c Traffic The phase difference correction value between the coordinated phase and the coordinated phase of traffic flow m in entrance lane a of intersection i; The entrance lane of intersection i+1 within signal cycle c Traffic The green light starts at the current phase; The time when the first queued vehicle in traffic flow m at entrance lane a of intersection i reaches the downstream stop line within signal cycle c; The time when the first vehicle in the non-coordinated traffic flow m merging from the entrance lane a of intersection i reaches the downstream stop line within the signal cycle c; The time when the first vehicle entering or exiting the road segment from the traffic flow m on the entrance lane a of intersection i reaches the downstream stop line within the signal cycle c; To determine the entrance road of intersection i+1 Traffic A binary variable indicating whether the phase is coordinated. If so, ,on the contrary, ; 、 、 、 、 、 and The unit is seconds.

[0091] The algorithm involved in the present invention can be executed by an electronic device, which includes a memory, a processor, and a computer program stored in the memory and capable of running on the processor. The above-mentioned algorithm calculation is realized by executing the software through the processor.

[0092] The beneficial effects of the present invention are:

[0093] This invention balances traffic safety and efficiency by designing a controlled U-turn signal phase scheme for arterial intersections based on a dual-loop structure, allowing U-turn traffic to follow both left-turning traffic on the same entrance lane and through traffic on the left entrance lane. By integrating real-time information directly from the Internet of Vehicles (IoV) environment on the direction, position, speed, acceleration, and other information of all vehicles arriving at and departing each intersection, as well as those traveling from upstream to downstream, this scheme, based on the background signal timing scheme for arterial intersections, allows for fine-tuning of common cycle durations, optimizing the green light duration for each phase and the phase difference between adjacent intersections in real time.

[0094] The present invention utilizes real-time information such as vehicle flow direction, position, speed, acceleration, etc. obtained from the Internet of Vehicles environment to instantly optimize the green light time of each phase and the phase difference between adjacent intersections, which can better respond to changes in traffic demand in real time and improve traffic safety and efficiency at arterial intersections at the same time. BRIEF DESCRIPTION OF THE DRAWINGS

[0095] Figure 1 It is a schematic diagram of the process of the present invention;

[0096] Figure 2 Schematic diagram of a channelization scheme for a trunk intersection according to an embodiment of the present invention;

[0097] Figure 3 Schematic diagram of a signal phase scheme in the north-south direction of a single intersection according to an embodiment of the present invention; Figure 3 (a) is a diagram of the signal phase scheme of "first turning left from north to south, then going straight from north to south"; Figure 3 (b) is a diagram of the signal phase scheme for "going straight first from north to south, then turning left from north to south"; Figure 3 (c) is a schematic diagram of the signal phase scheme of "first going straight left to the south, then going straight left to the north"; Figure 3 (d) is a schematic diagram of the signal phase scheme of "first going straight left to the north, then going straight left to the south";

[0098] Figure 4 Schematic diagram of the virtual stop line position at a single intersection in an embodiment of the present invention;

[0099] Figure 5 Schematic diagram of traffic flow at a trunk intersection in an embodiment of the present invention;

[0100] Figure 6 This is a time-distance diagram of induction coordination control at a trunk intersection in an embodiment of the present invention. DETAILED DESCRIPTION

[0101] The embodiments of the present invention are further described below with reference to the accompanying drawings:

[0102] like Figure 1 As shown, the inductive coordination control method for a trunk intersection with U-turn control in a connected vehicle environment includes the following steps:

[0103] S1. Determine intersection design schemes and parameters for arterial intersections in urban road networks, including channelization schemes, signal phasing schemes, virtual stop line locations, yellow light duration, full red time, minimum green light duration, maximum green light duration, time window duration, alternative green light extension duration, minimum saturation, and common cycle duration variability.

[0104] S2. Divide a day into multiple control periods based on historical traffic demand, analyze the operational characteristics of each traffic flow within each control period, and use a timed coordinated control method to determine the background signal timing scheme for induction coordinated control at arterial intersections, including the common cycle duration, background green light duration for each phase, and background phase differences between adjacent intersections.

[0105] S3. Setting the induction coordination control process, including phase control logic and phase termination conditions;

[0106] S4. Calculate the vehicle travel time of the main intersection involved in the phase control logic and phase termination conditions, the initial green light time of the coordinated phase and the green light extension time of the coordinated phase in a single time window, the initial green light time of the uncoordinated phase and the green light extension time of the uncoordinated phase in a single time window, and the phase difference between the coordinated phases of adjacent intersections to achieve effective control of the main intersection.

[0107] In S1, the intersection design plan and parameters include:

[0108] S1.1, Channelization scheme: Figure 2 As shown, taking any three adjacent four-way intersections as an example, for the entrance road a of intersection i with a U-turn opening and a left-turn short lane, the stop line is called the actual stop line, and the area between the starting section of the left-turn short lane of the entrance road and the actual stop line is called the short lane area, where 、 , I is the number of intersections, is the number of entrance lanes at intersection i; the geometric design parameters of the entrance lane include the number of left-turn lanes , Number of through lanes , Number of right-turn lanes , Length of left-turn short lane , U-turn opening position , U-turn opening length , U-turn opening width ;

[0109] For arterial intersections, the direction with the greatest traffic demand is the coordination direction. The geometric design parameters also include the stop line spacing between the entrances of intersection i and intersection i+1 in the coordination direction. , the distance between the actual stop line of intersection i entrance a and the entrance and exit along the road section ;

[0110] 、 、 、 、 、 、 、 、 The unit is meter;

[0111] S1.2, Signal phase scheme: Based on the double-loop structure, U-turn traffic is allowed to pass together with left-turn traffic on the same entrance lane or straight traffic on the left entrance lane, such as Figure 3 As shown, taking the north-south direction as an example, there are Figure 3 There are four signal phase schemes given in (a), (b), (c) and (d); Figure 3 As shown in (a), the north-south signal phase scheme is located between two gates (a gate is also called a barrier, a concept in the double-ring structure, which is a barrier that separates east-west traffic flow from north-south traffic flow). The two phases behind the gate (the south entrance left turn phase and the north entrance left turn phase) must start at the same time but can end at different times. The two phases before the gate (the south entrance straight phase and the north entrance straight phase) must end at the same time but can start at different times. Therefore, there are 12 traffic release sequences in the north-south direction. Similarly, there are 4 signal phase schemes and 12 traffic release sequences in the east-west direction. Furthermore, there are 16 signal phase schemes and 144 traffic release sequences in the intersection.

[0112] To ensure the effectiveness of induction coordination control at arterial intersections, each intersection uses the same signal phase scheme with a double-loop structure. The signal phases controlling traffic in the coordinated direction and traffic in the uncoordinated direction are called coordinated phases and uncoordinated phases, respectively.

[0113] U-turn traffic is controlled by the U-turn phase and passes within the current left-turn phase of the entrance lane or the straight-ahead phase of the left entrance lane. If the current left-turn phase of the entrance lane and the straight-ahead phase of the left entrance lane are adjacent, the U-turn phase will remain green during the green light interval of the adjacent phases, indicating a continuous U-turn signal. Otherwise, the U-turn signal is discontinuous.

[0114] Regardless of the coordinated phase or the uncoordinated phase, the phase green light time is divided into the initial green light time and the green light extension time;

[0115] S1.3, virtual stop line position: set corresponding virtual stop lines for U-turn vehicles, left-turn vehicles and straight-going vehicles respectively; Figure 4 As shown, for the entrance lane a of intersection i, the virtual stop line parameters include the distance between the U-turn virtual stop line and the left boundary line of the U-turn opening , the distance between the left-turn virtual stop line and the actual stop line , the distance between the straight virtual stop line and the actual stop line ; 、 and The unit is meter;

[0116] When the yellow light is on, vehicles near the actual stop line that cannot safely stop before the actual stop line can use the yellow light time to pass the actual stop line. To make full use of the green light extension time, when a vehicle in the short lane area passes a section upstream of the actual stop line during the green light extension time, it can be guaranteed to pass the actual stop line after the green light extension time. Therefore, the section upstream of the actual stop line is called a virtual stop line.

[0117] S1.4, Yellow light time and full red time: The yellow light time of each independent phase is recorded as , the full red time of adjacent independent phases is recorded as ; and The unit of is seconds;

[0118] S1.5, Minimum green time and maximum green time: Set the minimum green time for the coordinated phase and maximum green time , set the minimum green time for uncoordinated phases and maximum green time ; 、 、 and The unit of is seconds;

[0119] S1.6, Time window duration and alternative green light extension time: In order to improve the utilization rate of green light time, the time window duration The value is 2~5s, and the alternative green light extension time is ;

[0120] S1.7, Minimum saturation: To ensure the utilization of green light time, set the minimum saturation of the coordinated phase termination and the lowest saturation of the non-harmonious phase termination ;

[0121] S1.8. Common cycle duration variable rate: To ensure the effect of induction coordination control and maintain the stability of the background signal timing plan, the end time of the coordination phase in the background signal timing plan is called the latest give-way time of the coordination phase; the coordination phase is allowed to cut off the interval from the latest give-way time forward, and the ratio of the length of this interval to the common cycle duration is called the common cycle duration variable rate. :

[0122] (1);

[0123] Where, is the common cycle length; n is the number of independent phases;

[0124] Allows fine-tuning of the cycle duration of each intersection based on the common cycle duration.

[0125] In S2, the process of determining the background signal timing plan is as follows:

[0126] S2.1. Use the ordered clustering method to divide a day into multiple control periods based on historical traffic demand;

[0127] S2.2. The configuration of U-turn openings on the shared sections of adjacent intersections includes: all have U-turn openings, only one entrance has a U-turn opening, or no U-turn openings are configured. In this case, the traffic flow characteristics on adjacent intersections and their shared sections are diverse; for example, Figure 5 As shown, when U-turn openings are set on the shared sections of adjacent intersections, the U-turn traffic, left-turn traffic, straight-going traffic, and right-turn traffic exiting the upstream intersection may all potentially be in the coordinated direction of the downstream intersection after entering the downstream section; when only one entrance road on the shared section of adjacent intersections is set with a U-turn opening or no U-turn openings are set on both entrance roads, the U-turn traffic, left-turn traffic, straight-going traffic, right-turn traffic, or left-turn traffic, straight-going traffic, and right-turn traffic exiting the upstream intersection may also potentially be in the coordinated direction of the downstream intersection after entering the downstream section.

[0128] Regardless of whether the entrance lane with the U-turn opening is in the coordinated direction, whether the U-turn signal on the entrance lane is continuous will affect the departure process of the U-turn traffic and left-turn traffic on the entrance lane, and thus affect the green light time of the left-turn phase in which the vehicles in these traffic flows are located; specifically, if the left-turn phase of the entrance lane is followed by the straight-ahead phase of the left entrance lane, the U-turn vehicles that have entered the short lane area during the green light of the left-turn phase can continue to pass in the next phase, and there is no need to provide more green light time for these U-turn vehicles; conversely, the U-turn vehicles that have entered the short lane area during the green light of the left-turn phase cannot pass normally in the next phase, and it is necessary to provide more green light time for these U-turn vehicles so that they can leave the intersection as soon as possible; to avoid vehicles queuing twice, the green light time of the left-turn phase and the green light time of the straight-ahead phase must both meet the traffic needs of the vehicles queuing in the short lane area;

[0129] S2.3. For each control period, based on the traffic flow characteristics, a timed coordinated control method is used to determine the background signal timing plan for that control period, including the common cycle duration, the background green light time of each phase, and the background phase difference between adjacent intersections.

[0130] In S3, the phase control logic is:

[0131] like Figure 6 As shown, the green light end time of the uncoordinated phase and the green light end time of the coordinated phase (i.e., the end time of the coordinated phase) in the background signal timing plan (background plan) are respectively referred to as the uncoordinated phase mandatory cut-off time and the coordinated phase latest give-way time; within each signal cycle, the uncoordinated phase or the coordinated phase is allowed to start or end early, the uncoordinated phase is prohibited from ending later than its mandatory cut-off time, and the coordinated phase is allowed to end within its permitted cut-off interval (the start time of this interval is the earliest give-way time). An actual signal timing plan (referred to as the actual plan) is generated based on actual traffic demand, and the green light end time of the coordinated phase in this plan is referred to as the coordinated phase actual give-way time, and the time difference between this time and its latest give-way time shall not exceed the coordinated phase permitted cut-off interval;

[0132] To ensure efficient operation of coordinated traffic flow while taking into account the traffic needs of uncoordinated traffic flow, within each signal cycle, starting from the uncoordinated phase following the coordinated phase, if the background green light time of the uncoordinated phase exceeds its actual demand, the uncoordinated phase will be terminated early, and the surplus green light time will be transferred backward, while the next phase will start early. Otherwise, the uncoordinated phase will end at its mandatory disconnection time; and so on. The surplus green light time accumulates, and any uncoordinated phase or coordinated phase can use part or all of the surplus green light time of the previous phase until the coordinated phase terminates within its permitted disconnection interval.

[0133] At the start of a green light in any phase, vehicles in the queue and non-queue states are referred to as queued vehicles and subsequent vehicles, respectively. For each entrance lane of each intersection, regardless of coordinated or uncoordinated phases, the initial green light time is used to clear queued vehicles in the lane group within the short lane area, and the extended green light time is used to release as many subsequent vehicles as possible in the lane group within the short lane area to ensure green light time utilization. Regardless of whether the left-turn phase or the through-going phase is a coordinated phase, the green light time for the left-turn phase is determined based on the continuity of the U-turn signal, the travel time between the U-turn vehicle and the left-turn vehicle, the minimum green light time and the maximum green light time. The green light time for the through-going phase is determined based on the travel time of the through-going vehicle, the minimum green light time and the maximum green light time.

[0134] For each phase of each intersection, after the initial green light time, the sliding time window method is used to gradually extend the green light time, and the phase saturation is guaranteed to be no less than its minimum saturation when the phase is switched. Within any time window, the number of releasable vehicles and the phase saturation corresponding to all alternative green light extension times are calculated. If the phase saturation corresponding to all alternative green light extension times is less than the minimum saturation, the right of way is switched from this phase to the next phase. Otherwise, the green light extension time required within the time window is the alternative green light extension time corresponding to the maximum phase saturation that is no less than the minimum saturation. Based on actual traffic needs, it is allowed not to set the green light extension time.

[0135] For any coordination phase, if the end time of the green light extension in the current time window is earlier than the start time of the permitted cut-off interval, and if there is no need to provide more green light time for the following vehicles, the coordination phase will end at the start time of its permitted cut-off interval. Otherwise, the next time window will be opened. If the end time of the green light extension in the current time window is not earlier than the start time of the permitted cut-off interval, and if there is no need to provide more green light time for the coordinated traffic flow, the coordination phase will end at the end time of the green light extension in the current time window. Otherwise, the next time window will be opened. This continues until the coordination phase ends within its permitted cut-off interval.

[0136] For any uncoordinated phase, if the end time of the green light extension in the current time window is earlier than the forced disconnection time, if there is no need to provide more green light time for subsequent vehicles, the uncoordinated phase will end at the end time of the green light extension in the current time window; otherwise, the next time window will be opened; if the end time of the green light extension in the current time window is not earlier than the forced disconnection time, the uncoordinated phase will end at its forced disconnection time.

[0137] The phase termination conditions are:

[0138] In order to improve the utilization rate of green light time and avoid queuing vehicles going back to the upstream intersection, the termination conditions of the coordinated phase and the uncoordinated phase are set respectively;

[0139] For any coordinated phase, if the initial green light time or the end time of the green light extension time of the current time window is earlier than the start time of the permitted cut-off interval, the coordinated phase continues; otherwise, it is determined whether the coordinated phase termination condition is met. If so, the coordinated phase ends at the initial green light time or the end time of the green light extension time of the current time window; otherwise, the coordinated phase continues until the coordinated phase ends within its permitted cut-off interval.

[0140] For any uncoordinated phase, starting from the initial green light time or the end of the green light extension time of the current time window, determine whether the uncoordinated phase termination condition is met. If so, the uncoordinated phase is terminated at the initial green light time or the end of the green light extension time of the current time window. If not, the uncoordinated phase continues until it is terminated at its forced disconnection time.

[0141] For a coordinated phase whose initial green light time or the end time of the green light extension of the current time window is not earlier than the start time of the permitted cut-off interval, or an uncoordinated phase whose initial green light time has ended, if any of the following situations are found using information obtained from the vehicle network environment, the coordinated phase or uncoordinated phase will end at the end time of the initial green light time or the end time of the green light extension of the current time window, and the right of way will be switched to the next phase:

[0142] The phase saturation corresponding to the end of the initial green light time of the current phase is less than the minimum saturation of the phase;

[0143] The phase saturation corresponding to the number of vehicles that can be released by all alternative green light extension times in the current time window of the current phase is less than the minimum saturation of the phase.

[0144] In S4, the calculation method for vehicle travel time at arterial intersections is:

[0145] Since different types of vehicles require different travel times, the vehicle type number is denoted as k. , K is the number of vehicle types;

[0146] The green light times required for queueing vehicles and subsequent vehicles are as follows:

[0147] In any phase, if a queued vehicle has already passed the virtual stop line when the minimum green light time ends, it will definitely be able to leave the intersection before the yellow light of the current phase ends. At this time, the required time for the queued vehicle to pass is the minimum green light time. Otherwise, the required time for the queued vehicle to pass is equal to the time from the start of the green light of the phase to the time when the queued vehicle passes the virtual stop line.

[0148] Let all vehicles in a certain direction on the entrance lane a be recorded as traffic flow m, where traffic flow m is one of the following: U-turn traffic flow, left-turn traffic flow, and straight traffic flow. Then, the time required for all queued vehicles in traffic flow m of entrance lane a of intersection i to pass the actual stop line or U-turn opening within the signal cycle c is for:

[0149] (2);

[0150] (3);

[0151] Where, 、 are the number and quantity of vehicles in the kth category queue of traffic flow m in entrance lane a of intersection i within signal cycle c, respectively; For queued vehicles The distance from the actual stop line or the left boundary line of the U-turn opening; For queued vehicles The time required to cross the actual stop line or U-turn opening; For queued vehicles The time required to cross the virtual stop line; U, L, and T are U-turn traffic, left-turn traffic, and straight traffic respectively; It is a binary variable to judge whether the traffic flow m on the entrance lane a of intersection i is in a coordinated phase. If so, ,on the contrary, ; 、 and The unit of is seconds; The unit is meter; 、 and Represents condition, intersection and belongs to respectively;

[0152] At the end of the initial green light time, if a subsequent vehicle has already passed the virtual stop line, the green light time required for the subsequent vehicle is 0; otherwise, the green light time required for the subsequent vehicle is equal to the time required for the subsequent vehicle to travel from its current position to the virtual stop line. =2~5s, assuming that the acceleration of the subsequent vehicles in a single time window remains unchanged; then, the time required for the subsequent vehicles of traffic flow m in lane a of intersection i to pass the actual stop line or turn around in a single time window of signal cycle c is for:

[0153] (4);

[0154] (5);

[0155] Where, is the number of the kth subsequent vehicle of traffic flow m in entrance lane a of intersection i within signal cycle c; For subsequent vehicles The distance from the actual stop line or the left boundary line of the U-turn opening; The distance between the virtual stop line of traffic flow m in entrance lane a of intersection i and the actual stop line or the left boundary line of the U-turn opening; 、 The subsequent vehicles velocity and acceleration; The unit is seconds, and The unit is meter. The unit is meters per second, The unit is meters per second squared.

[0156] The calculation method for the initial green light time of the coordinated phase and the green light extension time of the coordinated phase in a single time window is:

[0157] For any coordinated phase within any signal cycle, based on actual traffic demand, the coordinated phase must not terminate later than its latest give-way time, but can terminate within its permitted cut-off interval;

[0158] The initial green light time of the coordinated phase should be between the difference between the minimum green light time and the maximum green light time and the permitted cut-off interval or the maximum green light time to ensure that all queued vehicles on the lane group are fully released; then, the initial green light time required for the traffic flow m in the entrance lane a of the intersection i in the coordinated phase within the signal cycle c is for:

[0159] (6);

[0160] Where, The latest yielding time for traffic flow m in the phase of entrance lane a of intersection i within signal cycle c; and The unit of is seconds;

[0161] If the end time of the initial green light time of the coordinated phase is not later than the start time of its permitted cut-off interval, the green light extension time of the coordinated phase is first taken as the difference between the start time of its permitted cut-off interval and the end time of the initial green light time. If there is no subsequent vehicle within the green light extension time of the coordinated phase or the phase saturation corresponding to the number of releasable vehicles is less than its minimum saturation, the coordinated phase ends at the start time of its permitted cut-off interval. Otherwise, starting from the start time of the permitted cut-off interval of the coordinated phase, the sliding time window method is used to determine whether to extend the green light time of the coordinated phase; conversely, starting from the end time of the initial green light time of the coordinated phase, the sliding time window method is used to determine whether to extend the green light time of the coordinated phase; the green light time of the coordinated phase is allowed to be extended multiple times, but it can be extended to the maximum green light time of the coordinated phase at most, or it must not end later than the latest give-way time of the coordinated phase, and whether to extend the green light time of the coordinated phase is determined time window by time window;

[0162] For a single time window, first calculate the phase saturation corresponding to the number of vehicles that can be released for each alternative green light extension time. If the phase saturation corresponding to the number of vehicles that can be released for all alternative green light extension times is less than the minimum saturation of the coordinated phase, the green light extension time of the coordinated phase in this time window is set to 0. Otherwise, the green light extension time of the coordinated phase in this time window is the alternative green light extension time selected with the maximum phase saturation corresponding to the number of vehicles that can be released. The coordinated phase will open the next time window after the green light time in this time window is extended.

[0163] When the traffic flow m at the entrance lane a of intersection i is in the coordinated phase within the signal cycle c, Green light extension time required for each time window for:

[0164] (7);

[0165] (8);

[0166] Where, ; and are the time window number and the number of time windows of traffic flow m in entrance lane a of intersection i within signal cycle c, respectively; A function that returns the alternative green light extension time corresponding to the maximum phase saturation in the current time window; The traffic flow m at the entrance lane a of intersection i in signal cycle c is The green light extension time in the time window is The phase saturation obtained when Extend the time of the alternative green light for each phase; is the saturation flow rate of the lane group where the traffic flow m is located in the entrance lane a of intersection i; The traffic flow m at the entrance lane a of intersection i in signal cycle c is The number of the k-th subsequent vehicle in the time window; For subsequent vehicles Passenger car equivalent value Pcu; For subsequent vehicles Time required to pass the virtual stop line; 、 and The unit of is seconds; The unit is Pcu per second.

[0167] The calculation method for the initial green light time of the uncoordinated phase and the green light extension time of the uncoordinated phase in a single time window is:

[0168] The initial green light time of the uncoordinated phase should be between its minimum green light time and maximum green light time to ensure that all queued vehicles on the lane group are fully released. Therefore, the initial green light time required for the traffic flow m in the entrance lane a of the intersection i in the uncoordinated phase within the signal cycle c is for:

[0169] (9);

[0170] Where, The unit is seconds;

[0171] If the initial green light time of the uncoordinated phase is equal to its maximum green light time, the uncoordinated phase shall not terminate later than its mandatory disconnection time; otherwise, starting from the end time of the initial green light time of the uncoordinated phase, a sliding time window method is used to determine whether to extend the green light time of the uncoordinated phase; the green light time of the uncoordinated phase can be extended multiple times, but at most to the maximum green light time of the uncoordinated phase, and shall not terminate later than its mandatory disconnection time, and whether to extend the green light time of the uncoordinated phase is determined for each time window;

[0172] For a single time window, first calculate the phase saturation corresponding to the number of vehicles that can be released for each alternative green light extension time. If the phase saturation corresponding to the number of vehicles that can be released for all alternative green light extension times is less than the minimum saturation of the non-coordinated phase, the green light extension time of the non-coordinated phase in this time window is set to 0. Otherwise, the green light extension time of the non-coordinated phase in this time window is the alternative green light extension time selected with the maximum phase saturation corresponding to the number of vehicles that can be released. The non-coordinated phase will open the next time window after the green light time in this time window is extended.

[0173] When the traffic flow m at the entrance lane a of intersection i is in a non-coordinated phase within the signal cycle c, Green light extension time required for each time window for:

[0174] (10);

[0175] (11);

[0176] Where, The unit is seconds;

[0177] To avoid traffic conflicts, the phases of traffic flows in front of the gates of different rings must end at the same time. Regardless of whether each traffic flow is a coordinated traffic flow, its phase ends at the end of the green light time of the later phase. The end time of the phase green light time is adjusted as follows:

[0178] (12);

[0179] Where, and They are the traffic flow m and the traffic flow a of the entrance lane of intersection i in signal cycle c. Traffic The green light time of the phase ends. It also represents an entrance road of intersection i, For the import road Traffic flow; To determine the intersection i entrance road a traffic flow m and entrance road Traffic Is it a binary variable before the same gate? If so, , if not, ; and The unit is seconds.

[0180] Formula (12) is for intersection i, a can be is the same entrance, a and When they are different, m is equal to ; a and When the same, m is not equal to .

[0181] The green light time of traffic flow m in the coordinated phase of entrance lane a of intersection i within signal cycle c has passed After the extension, the green light time of the coordinated phase shall not exceed the maximum green light time of the coordinated phase, that is:

[0182] (13);

[0183] The green light time of the non-coordinated phase of traffic flow m in entrance lane a of intersection i within signal cycle c has elapsed. After the extension, the green light time of the uncoordinated phase shall not exceed the maximum green light time of the uncoordinated phase, that is:

[0184] (14).

[0185] The phase difference between the coordinated phases of adjacent intersections is calculated as follows:

[0186] To ensure the effect of induction coordination control at arterial intersections, the impact of the uncoordinated traffic flow at the upstream intersection and the traffic flow at the entrances and exits along the road section on the coordinated traffic flow at the downstream intersection is considered. The phase difference between the coordinated phases in the coordinated direction from intersection i to i+1 within the signal cycle c is:

[0187] (15);

[0188] (16);

[0189] Where, The entrance lane of intersection i+1 within signal cycle c Traffic The phase difference between the coordinated phase and the coordinated phase of traffic flow m in entrance lane a of intersection i; The entrance road of intersection i+1 Traffic The background phase difference between the coordinated phase and the coordinated phase of traffic flow m in entrance lane a of intersection i; The entrance lane of intersection i+1 within signal cycle c Traffic The phase difference correction value between the coordinated phase and the coordinated phase of traffic flow m in entrance lane a of intersection i; The entrance lane of intersection i+1 within signal cycle c Traffic The green light starts at the current phase; The time when the first queued vehicle in traffic flow m at entrance lane a of intersection i reaches the downstream stop line within signal cycle c; The time when the first vehicle in the non-coordinated traffic flow m merging from the entrance lane a of intersection i reaches the downstream stop line within the signal cycle c; The time when the first vehicle entering or exiting the road segment from the traffic flow m on the entrance lane a of intersection i reaches the downstream stop line within the signal cycle c; To determine the entrance road of intersection i+1 Traffic A binary variable indicating whether the phase is coordinated. If so, ,on the contrary, ; 、 、 、 、 、 and The unit is seconds.

Claims

1. A sensing coordination control method for a trunk intersection with controlled U-turn in a connected vehicle environment, characterized by The following steps are involved: S1. Determine intersection design schemes and parameters for arterial intersections in urban road networks, including channelization schemes, signal phasing schemes, virtual stop line locations, yellow light duration, full red time, minimum green light duration, maximum green light duration, time window duration, alternative green light extension duration, minimum saturation, and common cycle duration variability. In the channelization scheme, the area between the starting section of the left-turn short lane on the entrance road and the actual stop line is called the short lane area. In the common cycle duration variable rate, the end time of the coordination phase in the background signal timing scheme is called the latest give-way time of the coordination phase. The ratio of the length of the coordination phase cut-off interval from the latest give-way time forward to the common cycle duration is called the common cycle duration variable rate. S2. Divide a day into multiple control periods based on historical traffic demand, analyze the operational characteristics of each traffic flow within each control period, and use a timed coordinated control method to determine the background signal timing scheme for induction coordinated control at arterial intersections, including the common cycle duration, background green light duration for each phase, and background phase differences between adjacent intersections. S3. Setting the induction coordination control process, including phase control logic and phase termination conditions; S4. Calculate the vehicle travel time at the main road intersection involved in the phase control logic and phase termination conditions, the initial green light time of the coordinated phase and the green light extension time of the coordinated phase in a single time window, the initial green light time of the uncoordinated phase and the green light extension time of the uncoordinated phase in a single time window, and the phase difference between the coordinated phases of adjacent intersections to achieve effective control of the main road intersection; In S3, the phase control logic is: The ending time of the green light of the uncoordinated phase and the ending time of the green light of the coordinated phase in the background signal timing plan are respectively referred to as the uncoordinated phase mandatory cut-off time and the coordinated phase latest give-way time; within each signal cycle, the uncoordinated phase or the coordinated phase is allowed to start or end early, the uncoordinated phase is prohibited from ending later than its mandatory cut-off time, and the coordinated phase is allowed to end within its permitted cut-off interval. The actual signal timing plan is generated according to actual traffic demand, and the ending time of the green light of the coordinated phase in this plan is referred to as the coordinated phase actual give-way time. The time difference between this time and its latest give-way time shall not exceed the coordinated phase permitted cut-off interval; To ensure efficient operation of coordinated traffic flow while taking into account the traffic needs of uncoordinated traffic flow, within each signal cycle, starting from the uncoordinated phase following the coordinated phase, if the background green light time of the uncoordinated phase exceeds its actual demand, the uncoordinated phase will be terminated early, and the surplus green light time will be transferred backward, while the next phase will start early. Otherwise, the uncoordinated phase will end at its mandatory disconnection time; and so on. The surplus green light time accumulates, and any uncoordinated phase or coordinated phase can use part or all of the surplus green light time of the previous phase until the coordinated phase terminates within its permitted disconnection interval. At the start of a green light at any phase, vehicles in the queue and non-queue states are referred to as queue vehicles and subsequent vehicles, respectively. For each entrance lane of each intersection, regardless of whether it is a coordinated phase or an uncoordinated phase, the initial green light time is used to clear queued vehicles in the lane group within the short lane area, and the extended green light time is used to release more subsequent vehicles in the lane group within the short lane area to ensure green light time utilization. Regardless of whether the left-turn phase or the through-going phase is a coordinated phase, the green light time for the left-turn phase is determined based on the continuity of the U-turn signal, the travel time of the U-turn vehicle and the left-turn vehicle, the minimum green light time and the maximum green light time. The green light time for the through-going phase is determined based on the travel time of the through-going vehicle, the minimum green light time and the maximum green light time. For each phase of each intersection, after the initial green light time, the sliding time window method is used to gradually extend the green light time, and ensure that the saturation of the phase is not lower than its minimum saturation when the phase is switched; In any time window, the number of releasable vehicles and phase saturation corresponding to all alternative green light extension times are calculated. If the phase saturation corresponding to all alternative green light extension times is less than the minimum saturation, the right of way is switched from that phase to the next phase. Otherwise, the required green light extension time in the time window is the alternative green light extension time corresponding to the maximum phase saturation that is not less than the minimum saturation. Based on actual traffic demand, it is allowed not to set the green light to extend the time; For any coordination phase, if the end time of the green light extension in the current time window is earlier than the start time of the permitted cut-off interval, and if there is no need to provide more green light time for the following vehicles, the coordination phase will end at the start time of its permitted cut-off interval. Otherwise, the next time window will be opened. If the end time of the green light extension in the current time window is not earlier than the start time of the permitted cut-off interval, and if there is no need to provide more green light time for the coordinated traffic flow, the coordination phase will end at the end time of the green light extension in the current time window. Otherwise, the next time window will be opened. This continues until the coordination phase ends within its permitted cut-off interval. For any uncoordinated phase, if the end time of the green light extension in the current time window is earlier than the mandatory cut-off time, and if no more green light time is required for the following vehicles, the uncoordinated phase ends at the end time of the green light extension in the current time window; otherwise, the next time window begins. If the end time of the green light extension time in the current time window is not earlier than the forced disconnection time, the uncoordinated phase ends at its forced disconnection time.

2. The inductive coordination control method for a trunk intersection with controlled U-turn in a connected vehicle environment according to claim 1 is characterized in that: In S1, the intersection design scheme and parameters specifically include: S1.

1. Channelization scheme: For the entrance lane a of intersection i with a U-turn opening and a short left-turn lane, the stop line is called the actual stop line, where 、 , I is the number of intersections, is the number of entrance lanes at intersection i; the geometric design parameters of the entrance lane include the number of left-turn lanes , Number of through lanes , Number of right-turn lanes , Length of left-turn short lane , U-turn opening position , Turn opening length , U-turn opening width ; For arterial intersections, the direction with the greatest traffic demand is the coordination direction. The geometric design parameters also include the stop line spacing between the entrances of intersection i and intersection i+1 in the coordination direction. , the distance between the actual stop line of intersection i entrance a and the entrance and exit along the road section ; 、 、 、 、 、 、 、 、 The unit is meter; S1.2 Signal Phase Scheme: All intersections use the same signal phase scheme with a double-loop structure. The signal phases controlling traffic in the coordinated direction and traffic in the uncoordinated direction are called coordinated phases and uncoordinated phases, respectively. U-turn traffic is controlled by the U-turn phase and passes within the current left-turn phase of the entrance lane or the straight-ahead phase of the left entrance lane. If the current left-turn phase of the entrance lane and the straight-ahead phase of the left entrance lane are adjacent, the U-turn phase will remain green during the green light interval of the adjacent phases, indicating a continuous U-turn signal. Otherwise, the U-turn signal is discontinuous. Regardless of the coordinated phase or the uncoordinated phase, the phase green light time is divided into the initial green light time and the green light extension time; S1.3, Virtual Stop Line Position: Set corresponding virtual stop lines for U-turn vehicles, left-turn vehicles, and straight-ahead vehicles respectively; for the entrance lane a of intersection i, the virtual stop line parameters include the distance between the virtual stop line for U-turn and the left boundary line of the U-turn opening. , the distance between the left-turn virtual stop line and the actual stop line , the distance between the straight virtual stop line and the actual stop line ; 、 and The unit is meter; S1.4, Yellow light time and full red time: The yellow light time of each independent phase is recorded as , the full red time of adjacent independent phases is recorded as ; and The unit of is seconds; S1.5, Minimum green time and maximum green time: Set the minimum green time for the coordinated phase and maximum green time , set the minimum green time for uncoordinated phases and maximum green time ; 、 、 and The unit of is seconds; S1.6, Time window duration and alternative green light extension time: Time window duration The value is 2~5s, and the alternative green light extension time is ; S1.7, Minimum saturation: Set the minimum saturation for the coordination phase termination and the lowest saturation of the non-harmonious phase termination ; S1.8, Common cycle duration variable rate Expressed as: （1）； Where, is the common cycle length; n is the number of independent phases; Allows fine-tuning of the cycle duration of each intersection based on the common cycle duration.

3. The inductive coordination control method for a trunk intersection with controlled U-turn in a connected vehicle environment according to claim 2 is characterized in that: In the above-mentioned S2, the process of determining the background signal timing scheme is as follows: S2.

1. Use the ordered clustering method to divide a day into multiple control periods based on historical traffic demand; S2.

2. The configuration of U-turn openings on shared sections of adjacent intersections includes: all sections have U-turn openings, only one entrance has a U-turn opening, or no U-turn openings are configured. Consequently, the traffic flow characteristics on the adjacent intersections and their shared sections vary. When U-turn openings are configured on shared sections of adjacent intersections, the U-turn traffic, left-turn traffic, through-traffic traffic, and right-turn traffic exiting the upstream intersection may all potentially be in the coordinated direction of the downstream intersection after entering the downstream section. When only one entrance has a U-turn opening or no U-turn openings are configured on shared sections of adjacent intersections, the U-turn traffic, left-turn traffic, through-traffic traffic, right-turn traffic, or left-turn traffic, through-traffic traffic, and right-turn traffic exiting the upstream intersection may also potentially be in the coordinated direction of the downstream intersection after entering the downstream section. Regardless of whether the entrance lane with the U-turn opening is in the coordinated direction, whether the U-turn signal on the entrance lane is continuous will affect the departure process of the U-turn traffic and left-turn traffic on the entrance lane, and thus affect the green light time of the left-turn phase in which the vehicles in these traffic flows are located; specifically, if the left-turn phase of the entrance lane is followed by the straight-ahead phase of the left entrance lane, the U-turn vehicles that have entered the short lane area during the green light of the left-turn phase can continue to pass in the next phase, and there is no need to provide more green light time for these U-turn vehicles; conversely, the U-turn vehicles that have entered the short lane area during the green light of the left-turn phase cannot pass normally in the next phase, and it is necessary to provide more green light time for these U-turn vehicles so that they can leave the intersection as soon as possible; to avoid vehicles queuing twice, the green light time of the left-turn phase and the green light time of the straight-ahead phase must both meet the traffic needs of the vehicles queuing in the short lane area; S2.

3. For each control period, based on the traffic flow characteristics, a timed coordinated control method is used to determine the background signal timing plan for that control period, including the common cycle duration, the background green light time of each phase, and the background phase difference between adjacent intersections.

4. The inductive coordination control method for a trunk intersection with controlled U-turn in a connected vehicle environment according to claim 3 is characterized in that: In the above-mentioned S3, the phase termination condition is: In order to improve the utilization rate of green light time and avoid queuing vehicles going back to the upstream intersection, the termination conditions of the coordinated phase and the uncoordinated phase are set respectively; For any coordinated phase, if the initial green light time or the end time of the green light extension time of the current time window is earlier than the start time of the permitted cut-off interval, the coordinated phase continues; otherwise, it is determined whether the coordinated phase termination condition is met. If so, the coordinated phase ends at the initial green light time or the end time of the green light extension time of the current time window; otherwise, the coordinated phase continues until the coordinated phase ends within its permitted cut-off interval. For any uncoordinated phase, starting from the initial green light time or the end of the green light extension time of the current time window, determine whether the uncoordinated phase termination condition is met. If so, the uncoordinated phase is terminated at the initial green light time or the end of the green light extension time of the current time window. If not, the uncoordinated phase continues until it is terminated at its forced disconnection time. For a coordinated phase whose initial green light time or the end time of the green light extension of the current time window is not earlier than the start time of the permitted cut-off interval, or an uncoordinated phase whose initial green light time has ended, if any of the following situations are found using information obtained from the vehicle network environment, the coordinated phase or uncoordinated phase will end at the end time of the initial green light time or the end time of the green light extension of the current time window, and the right of way will be switched to the next phase: The phase saturation corresponding to the end of the initial green light time of the current phase is less than the minimum saturation of the phase; The phase saturation corresponding to the number of vehicles that can be released by all alternative green light extension times in the current time window of the current phase is less than the minimum saturation of the phase.

5. The inductive coordination control method for a trunk intersection with controlled U-turn in a connected vehicle environment according to claim 4 is characterized in that: In the above-mentioned S4, the calculation method of the vehicle travel time at the main road intersection is: Since different types of vehicles require different travel times, the vehicle type number is denoted as k. , K is the number of vehicle types; The green light times required for queueing vehicles and subsequent vehicles are as follows: In any phase, if a queued vehicle has already passed the virtual stop line when the minimum green light time ends, it will definitely be able to leave the intersection before the yellow light of the current phase ends. At this time, the required time for the queued vehicle to pass is the minimum green light time. Otherwise, the required time for the queued vehicle to pass is equal to the time from the start of the green light of the phase to the time when the queued vehicle passes the virtual stop line. Let all vehicles in a certain direction on the entrance lane a be recorded as traffic flow m, where traffic flow m is one of the following: U-turn traffic flow, left-turn traffic flow, and straight traffic flow. Then, the time required for all queued vehicles in traffic flow m of entrance lane a of intersection i to pass the actual stop line or U-turn opening within the signal cycle c is for: （2）； （3）； Where, 、 are the number and quantity of vehicles in the kth category queue of traffic flow m in entrance lane a of intersection i within signal cycle c, respectively; For queued vehicles The distance from the actual stop line or the left boundary line of the U-turn opening; For queued vehicles The time required to cross the actual stop line or U-turn opening; For queued vehicles The time required to cross the virtual stop line; U, L and T are U-turn traffic, left-turn traffic and through traffic respectively; It is a binary variable to judge whether the traffic flow m on the entrance lane a of intersection i is in a coordinated phase. If so, ,on the contrary, ; 、 and The unit of is seconds; The unit is meter; At the end of the initial green light time, if a subsequent vehicle has already passed the virtual stop line, the green light time required for the subsequent vehicle is 0; otherwise, the green light time required for the subsequent vehicle is equal to the time required for the subsequent vehicle to travel from its current position to the virtual stop line. It is 2~5s, assuming that the acceleration of the subsequent vehicles remains unchanged within a single time window; Then, the time required for subsequent vehicles of traffic flow m in lane a of intersection i to pass the actual stop line or turn around within a single time window of signal cycle c is for: （4）； （5）； Where, is the number of the kth subsequent vehicle of traffic flow m in entrance lane a of intersection i within signal cycle c; For subsequent vehicles The distance from the actual stop line or the left boundary line of the U-turn opening; The distance between the virtual stop line of traffic flow m in entrance lane a of intersection i and the actual stop line or the left boundary line of the U-turn opening; 、 Subsequent vehicles velocity and acceleration; The unit is seconds, and The unit is meter. The unit is meters per second, The unit is meters per second squared.

6. The inductive coordination control method for a trunk intersection with controlled U-turn in a connected vehicle environment according to claim 5, characterized in that: In the aforementioned S4, the calculation method of the initial green light time of the coordinated phase and the green light extension time of the coordinated phase in a single time window is: For any coordinated phase within any signal cycle, based on actual traffic demand, the coordinated phase must not terminate later than its latest give-way time, but can terminate within its permitted cut-off interval; The initial green light time of the coordinated phase should be between the difference between the minimum green light time and the maximum green light time and the permitted cut-off interval or the maximum green light time to ensure that all queued vehicles on the lane group are fully released; then, the initial green light time required for the traffic flow m in the entrance lane a of the intersection i in the coordinated phase within the signal cycle c is for: （6）； Where, The latest yielding time for traffic flow m in the phase of entrance lane a of intersection i within signal cycle c; and The unit of is seconds; If the end time of the initial green light time of the coordinated phase is no later than the start time of its permitted cut-off interval, the green light extension time of the coordinated phase is first calculated as the difference between the start time of its permitted cut-off interval and the end time of the initial green light time. If there is no subsequent vehicle within the green light extension time of the coordinated phase or the phase saturation corresponding to the number of releasable vehicles is less than its minimum saturation, the coordinated phase is terminated at the start time of its permitted cut-off interval. Otherwise, starting from the start time of the permitted cut-off interval of the coordinated phase, the sliding time window method is used to determine whether to extend the green light time of the coordinated phase. On the contrary, starting from the end of the initial green light time of the coordination phase, the sliding time window method is used to determine whether to extend the green light time of the coordination phase; the green light time of the coordination phase can be extended multiple times, but at most to the maximum green light time of the coordination phase, or no later than the end of the latest give-way time of the coordination phase, and whether to extend the green light time of the coordination phase is determined for each time window; For a single time window, first calculate the phase saturation corresponding to the number of vehicles that can be released for each alternative green light extension time. If the phase saturation corresponding to the number of vehicles that can be released for all alternative green light extension times is less than the minimum saturation of the coordinated phase, the green light extension time of the coordinated phase in this time window is set to 0. Otherwise, the green light extension time of the coordinated phase in this time window is the alternative green light extension time selected with the maximum phase saturation corresponding to the number of vehicles that can be released. The coordinated phase will open the next time window after the green light time in this time window is extended. When the traffic flow m at the entrance lane a of intersection i is in the coordinated phase within the signal cycle c, Green light extension time required for each time window for: （7）； （8）； Where, ; and are the time window number and the number of time windows of traffic flow m in entrance lane a of intersection i within signal cycle c, respectively; A function that returns the alternative green light extension time corresponding to the maximum phase saturation in the current time window; The traffic flow m at the entrance lane a of intersection i in signal cycle c is The green light extension time in the time window is The phase saturation obtained when Extend the time of the alternative green light for each phase; is the saturation flow rate of the lane group where the traffic flow m is located in the entrance lane a of intersection i; The traffic flow m at the entrance lane a of intersection i in signal cycle c is The number of the k-th subsequent vehicle in the time window; For subsequent vehicles Passenger car equivalent value Pcu; For subsequent vehicles Time required to pass the virtual stop line; 、 and The unit of is seconds; The unit is Pcu per second.

7. The inductive coordination control method for arterial intersections with controlled U-turns in a connected vehicle environment according to claim 6, characterized in that: In the aforementioned S4, the calculation method of the initial green light time of the uncoordinated phase and the green light extension time of the uncoordinated phase in a single time window is: The initial green light time of the uncoordinated phase should be between its minimum green light time and maximum green light time to ensure that all queued vehicles on the lane group are fully released. Therefore, the initial green light time required for the traffic flow m in the entrance lane a of the intersection i in the uncoordinated phase within the signal cycle c is for: （9）； Where, The unit is seconds; If the initial green light time of the uncoordinated phase is equal to its maximum green light time, the uncoordinated phase shall not terminate later than its mandatory disconnection time; otherwise, starting from the end time of the initial green light time of the uncoordinated phase, a sliding time window method is used to determine whether to extend the green light time of the uncoordinated phase; the green light time of the uncoordinated phase can be extended multiple times, but at most to the maximum green light time of the uncoordinated phase, and shall not terminate later than its mandatory disconnection time, and whether to extend the green light time of the uncoordinated phase is determined for each time window; For a single time window, first calculate the phase saturation corresponding to the number of vehicles that can be released for each alternative green light extension time. If the phase saturation corresponding to the number of vehicles that can be released for all alternative green light extension times is less than the minimum saturation of the non-coordinated phase, the green light extension time of the non-coordinated phase in this time window is set to 0. Otherwise, the green light extension time of the non-coordinated phase in this time window is the alternative green light extension time selected with the maximum phase saturation corresponding to the number of vehicles that can be released. The non-coordinated phase will open the next time window after the green light time in this time window is extended. When the traffic flow m at the entrance lane a of intersection i is in a non-coordinated phase within the signal cycle c, Green light extension time required for each time window for: （10）； （11）； Where, The unit is seconds; To avoid traffic conflicts, the phases of traffic flows in front of the gates of different rings must end at the same time. Regardless of whether each traffic flow is a coordinated traffic flow, its phase ends at the end of the green light time of the later phase. The end time of the phase green light time is adjusted as follows: （12）； Where, and They are the traffic flow m and the traffic flow a of the entrance lane of intersection i in signal cycle c. Traffic The green light time of the phase ends. It also represents an entrance road of intersection i, For the import road Traffic flow; To determine the intersection i entrance road a traffic flow m and entrance road Traffic Is it a binary variable before the same gate? If so, , if not, ; and The unit is seconds.

8. The method for sensing and coordinating control of arterial intersections with controlled U-turns in a connected vehicle environment according to claim 7, characterized in that: The green light time of traffic flow m in the coordinated phase of entrance lane a of intersection i within signal cycle c has passed After the extension, the green light time of the coordinated phase shall not exceed the maximum green light time of the coordinated phase, that is: （13）； The green light time of the non-coordinated phase of traffic flow m in lane a of intersection i during signal cycle c has elapsed. After the extension, the green light time of the uncoordinated phase shall not exceed the maximum green light time of the uncoordinated phase, that is: （14）。 9. The inductive coordination control method for a trunk intersection with controlled U-turn in a connected vehicle environment according to claim 7, characterized in that: In the aforementioned S4, the phase difference between the coordinated phases of adjacent intersections is calculated as follows: To ensure the effect of induction coordination control at arterial intersections, the impact of the uncoordinated traffic flow at the upstream intersection and the traffic flow at the entrances and exits along the road section on the coordinated traffic flow at the downstream intersection is considered. The phase difference between the coordinated phases in the coordinated direction from intersection i to i+1 within the signal cycle c is: （15）； （16）； Where, The entrance lane of intersection i+1 within signal cycle c Traffic The phase difference between the coordinated phase and the coordinated phase of traffic flow m in entrance lane a of intersection i; The entrance road of intersection i+1 Traffic The background phase difference between the coordinated phase and the coordinated phase of traffic flow m in entrance lane a of intersection i; The entrance lane of intersection i+1 within signal cycle c Traffic The phase difference correction value between the coordinated phase and the coordinated phase of traffic flow m in entrance lane a of intersection i; The entrance lane of intersection i+1 within signal cycle c Traffic The green light starts at the current phase; The time when the first queued vehicle in traffic flow m at entrance lane a of intersection i reaches the downstream stop line within signal cycle c; The time when the first vehicle in the non-coordinated traffic flow m merging from the entrance lane a of intersection i reaches the downstream stop line within the signal cycle c; The time when the first vehicle entering or exiting the road segment from the traffic flow m on the entrance lane a of intersection i reaches the downstream stop line within the signal cycle c; To determine the entrance road of intersection i+1 Traffic A binary variable indicating whether the phase is coordinated. If so, ,on the contrary, ; 、 、 、 、 、 and The unit is seconds.

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