Pedestrian plane crossing method based on electronic guiding rubber wheel system

Abstract

The invention provides a pedestrian plane crossing method based on an electronic guiding rubber wheel system, and relates to the technical field of ground medium and low traffic volume systems, and the method comprises the steps: obtaining the real-time state information of an electronic guiding rubber wheel train; according to the real-time state information, a priority passing signal is determined, and the priority passing signal is used for indicating a priority passing object; and based on the priority passing signal, in combination with the pedestrian position and the real-time road condition, a signal lamp prompting signal is determined, and the signal lamp prompting signal is used for prompting the pedestrian to cross the street. On the basis of real-time communication between an electronic guide rubber wheel system train and a signal lamp, according to transmitted real-time position, speed and other information and current period timing setting of the signal lamp, and in combination with a request type street crossing method and a split-phase secondary street crossing method, the evacuation problem of large passenger flow gathered due to the large traffic volume characteristic of the electronic guide rubber wheel train is solved. Pedestrian safety is guaranteed, all pedestrian passing time in a signal period is fully utilized, and the overall road passing efficiency is improved as much as possible.

Description

Technical Field

[0001] The present invention relates to the technical field of ground medium- and low-capacity systems, and is applied to ground medium- and low-capacity systems that travel on dedicated roads in the middle of roads, including but not limited to trams, BRTs, and pedestrian level crossings using electronically guided rubber-wheel systems. Specifically, it relates to a pedestrian level crossing method based on the electronically guided rubber-wheel system. Background Art

[0002] With the gradual implementation of the "public transport priority" strategy, the application of electronic guided rubber-tyred systems with the characteristics of rubber-tyred vehicles, self-steering function, flexible multi-module formation, adaptability to various road rights, small infrastructure investment, and high urban adaptability has gradually matured.

[0003] The electronically guided rubber-tyred system is a new type of public transportation system that combines the advantages of rail transportation and ground transportation. It is based on multi-carriage articulated trains that are loaded with rubber wheels and have active collaborative guidance, and is coordinated with a public transportation system composed of ground-side equipment.

[0004] The traffic organization form of the electronic guided rubber-tyre system is generally to set up stations in the middle of the road and drive in the middle of the road. The disorderly pedestrian crossing at the same level has a great impact on the system's driving organization and traffic efficiency, which in turn affects the implementation of the public transport priority strategy.

[0005] In response to the problems of the prior art, the present invention provides a pedestrian flat-surface crossing method based on an electronically guided rubber wheel system. Summary of the Invention

[0006] In response to the problems of the current prior art, the present invention provides a pedestrian flat-surface crossing method based on an electronically guided rubber-wheel system, the method comprising the following steps:

[0007] Obtain real-time status information of electronically guided rubber-tyred trains;

[0008] Determining a priority traffic signal based on the real-time status information, wherein the priority traffic signal is used to indicate a priority traffic object;

[0009] Based on the priority signal, combined with the pedestrian's position and real-time road conditions, a traffic light prompt signal is determined, wherein the traffic light prompt signal is used to prompt pedestrians to cross the street.

[0010] According to one embodiment of the present invention, the real-time status information includes: real-time location information, real-time speed information, and real-time driving path information.

[0011] According to one embodiment of the present invention, the method further comprises:

[0012] S31, determining the station entry and exit status of the electronically guided rubber-tyred train based on the real-time status information, if the station entry and exit status is the station entry status, proceeding to step S32, if the station entry and exit status is the station departure status, proceeding to step S33;

[0013] S32, determine whether there is a traffic conflict between the pedestrian crossing direction and the direction of social vehicle release. If there is a conflict, proceed to step S34; if there is no conflict, proceed to step S37;

[0014] S33, determining whether the pedestrian capacity exceeds a set threshold; if it does not exceed the set threshold, proceeding to step S35; if it exceeds the set threshold, proceeding to step S36;

[0015] S34, determining that the priority passage object indicated by the priority passage signal is a non-public vehicle, and then proceeding to step S37;

[0016] S35, determining that the priority passage object indicated by the priority passage signal is an electronically guided rubber-tyred train, and then proceeding to step S37;

[0017] S36, determining that the priority pass object indicated by the priority pass signal is a pedestrian, and then proceeding to step S37;

[0018] S37: Generate the signal light prompt signal to guide pedestrians to cross the street.

[0019] According to one embodiment of the present invention, when the entry and exit status is the entry status, the pedestrian's crossing path is: cross the street in the first roadside waiting area or the second roadside waiting area according to the signal prompted by the signal light, pass through the mid-road waiting area to enter the electronic guided rubber-wheel train platform to board the train; when the entry and exit status is the departure status, the pedestrian's crossing path is: cross the street in the mid-road waiting area according to the signal prompted by the signal light, and go to the first roadside waiting area or the second roadside waiting area.

[0020] According to one embodiment of the present invention, the set threshold is determined by the maximum number of pedestrians that can be accommodated by the electronically guided rubber-tyred train platform and the mid-road waiting area.

[0021] According to one embodiment of the present invention, when a pedestrian passes through the roadside waiting area from the first roadside waiting area or the second roadside waiting area to the second roadside waiting area or the first roadside waiting area, the following steps are performed to determine the signal of the traffic light:

[0022] Obtain a traffic light status signal, and when the traffic light status signal has no conflict with the direction of pedestrian travel, determine that the traffic light prompt signal is in a state allowing pedestrians to pass, wherein the traffic light status signal is a turn control light status signal in the same direction as the pedestrian travel.

[0023] According to one embodiment of the present invention, when a pedestrian passes through the roadside waiting area from the first roadside waiting area or the second roadside waiting area to the second roadside waiting area or the first roadside waiting area, the following steps are performed to determine the signal of the traffic light:

[0024] Obtain a traffic light status signal. When there is no conflict between the traffic light status signal and the direction of pedestrian travel, determine that the traffic light prompt signal is in a state allowing pedestrians to pass. The traffic light status signal is a control light status signal for all directions at the current intersection.

[0025] According to one embodiment of the present invention, the method further comprises a pedestrian level crossing method for a pedestrian crossing passage, wherein:

[0026] Receive pedestrian crossing request signals;

[0027] Based on the real-time status information, the estimated travel time of the electronically guided rubber-tyred train to the current pedestrian crossing is calculated;

[0028] When the estimated travel time is greater than the minimum travel time required for pedestrians to cross the street, the signal light prompts a state of allowing pedestrians to pass;

[0029] When the estimated travel time is less than or equal to the minimum time required for pedestrians to cross the street, the signal light will indicate that pedestrians are not allowed to pass. After the electronically guided rubber-wheeled train passes the current crossing passage, the signal light will switch to a state that allows pedestrians to pass.

[0030] According to another aspect of the present invention, a storage medium is provided, which contains a series of instructions for executing the method steps described above.

[0031] According to another aspect of the present invention, there is also provided a pedestrian level crossing system based on an electronically guided rubber wheel system, the system comprising:

[0032] A pedestrian level crossing module, which performs the method described in any of the above items;

[0033] A signal light controller is used to receive the signal light prompt signal.

[0034] The present invention provides a pedestrian flat-surface crossing method based on an electronically guided rubber wheel system, which has the following advantages over the existing technology:

[0035] 1) The present invention ensures pedestrian safety while improving the overall traffic efficiency at intersections and road sections where pedestrians are entering.

[0036] 2) The present invention designs a request-based crossing scheme at the mid-level crossing in the road section and a secondary crossing organization method at the mid-level platform, thereby ensuring priority passage for electronically guided rubber-wheeled trams while improving the orderliness and safety of pedestrians crossing the road.

[0037] 3) This invention utilizes real-time communication between trains and traffic lights on an electronically guided rubber-tire system. Based on the transmitted real-time location, speed, and other information, the signal timing is set for the current cycle. Combined with on-demand crossing and phased secondary crossing methods, this approach solves the problem of dispersing the large passenger flows associated with the high-capacity nature of electronically guided rubber-tire trains. This ensures pedestrian safety while fully utilizing all available pedestrian time within the signal cycle, maximizing overall road traffic efficiency.

[0038] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purposes and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0040] Figure 1 A flowchart showing the steps of a pedestrian level crossing method based on an electronic guided rubber wheel system according to one embodiment of the present invention is shown;

[0041] Figure 2 A secondary street crossing association relationship diagram based on a mid-street platform according to an embodiment of the present invention is shown;

[0042] Figure 3 A flowchart showing the steps of a pedestrian flat-surface crossing method based on an electronic guided rubber-wheel system according to another embodiment of the present invention is shown;

[0043] Figure 4 A single-phase release schematic diagram according to an embodiment of the present invention is shown;

[0044] Figure 5 A schematic diagram of secondary street crossing release according to an embodiment of the present invention is shown;

[0045] Figure 6 A schematic diagram of secondary street crossing release with phase-splitting control according to an embodiment of the present invention is shown;

[0046] Figure 7 A train-based on-demand crossing association diagram according to an embodiment of the present invention is shown.

[0047] In the accompanying drawings, the same reference numerals are used for the same parts. In addition, the accompanying drawings are not drawn according to the actual scale. DETAILED DESCRIPTION

[0048] To make the objectives, technical solutions and advantages of the present invention more clear, embodiments of the present invention are described in further detail below with reference to the accompanying drawings.

[0049] Prior art (201310151239.4) provides a signal control method for pedestrian crossing sections where buses have priority passage, including the following steps: step 10): collecting pedestrian crossing traffic information; step 20): starting pedestrian crossing control: when the cumulative number of pedestrian crossings collected from dynamic real-time data in step 10) changes from 0 to 1, recording the time and proceeding to step 30); otherwise, staying at step 20) until the signal control is completed; step 30): determining the start time of the pedestrian crossing green light; step 40): determining the number of pedestrian crossing requirements; step 50): determining the end time of the pedestrian crossing green light; step 60): signal switching: after the pedestrian crossing green light ends, switching the pedestrian crossing signal to a red light, and returning to step 20). This signal control method combines the pedestrian crossing green light signal with the real-time operation of the bus during operation, thereby improving the operating efficiency of the bus system and the travel efficiency of passengers.

[0050] Existing technology (201310151239.4) uses data collection equipment to collect pedestrian crossing demand information and then switches traffic lights to green based on the estimated arrival time of buses and the time when pedestrian crossing demand reaches a threshold. Although this technology calculates the timing of turning pedestrian traffic lights green based on pedestrian crossing demand and bus arrival times, it prioritizes pedestrian crossing demand and does not design a secondary crossing method, which affects public transportation efficiency.

[0051] The prior art (201410060596.4) provides a bus priority signal control method for a bus without a dedicated bus lane, comprising the following steps: 1: bus priority request detection; 2: bus arrival information extraction; 3: the signal controller estimates the time required for the bus to reach the intersection stop line based on the bus number, location, direction, and speed information; 4: calculates the required priority time for each phase; 5: sets the minimum green light time and maximum green light time for each phase; and 6: the signal controller controls the signal light display according to the bus priority signal control rules. The present invention is applicable to situations where there are buses in multiple directions, or multiple buses in one direction. It performs calculations based on the floating vehicle theory. When a bus stops or receives a new bus priority request, the bus arrival time can be recalculated and updated, and the strategy can be adjusted quickly. The calculation speed is fast, the real-time performance is strong, and the accuracy is high.

[0052] Existing technology (201410060596.4) uses real-time communication between buses and intersection signals to send priority requests. The signals then implement a corresponding priority plan based on the bus's location and the current signal cycle. Although this bus priority method uses real-time communication between vehicles and signals and dynamically adjusts based on information such as bus location and speed, it only considers the interaction between buses and signals and does not account for pedestrian crossing needs at intersections, which can lead to long waiting times for pedestrians.

[0053] Prior art (202110538499.1) provides a dynamic traffic signal control method for pedestrian secondary crossing intersections. By monitoring the green light display duration of the signal light, the waiting time of pedestrians waiting for secondary crossing on the safety island, and the number of pedestrians waiting for secondary crossing on the safety island in real time, the intersection signal timing scheme is dynamically adjusted according to the monitoring results and the preset dynamic signal control logic to improve the safety and efficiency of pedestrian secondary crossing and the efficiency of motor vehicle crossing. The present invention dynamically allocates the green light duration according to traffic demand, taking into account both pedestrian crossing safety and intersection operation efficiency, thereby improving the operation efficiency of the secondary crossing intersection.

[0054] The existing technology (202110538499.1) detects the number of pedestrians waiting to cross the street and their waiting time, and combines it with the time it takes for buses to arrive at the intersection to dynamically adjust the signal timing to improve the efficiency of pedestrian and vehicle passage. Although it detects pedestrian flow in the waiting area for crossing the street and estimates the time it takes for vehicles to arrive at the intersection, and dynamically adjusts the signal timing plan based on this, it estimates the time it takes for vehicles to arrive at the intersection instead of obtaining real-time information about the vehicles. The estimation error may lead to poor traffic effects. At the same time, it does not consider the possibility of coordinated control of pedestrian crossing signals and vehicles in the road section, and there is room for further optimization of pedestrian crossing efficiency in the road section.

[0055] In response to the above-mentioned defects of the existing technology, the present invention designs a request-based crossing scheme at the flat crossing in the middle of the road section, and designs a secondary crossing organization method at the platform in the middle of the road, thereby ensuring the priority passage of electronically guided rubber-wheeled trams while improving the orderliness and safety of pedestrians crossing the flat surface. The present invention is based on real-time communication between the electronically guided rubber-wheeled system train and the signal light. According to the transmitted real-time position, speed and other information, the signal light is set at the current cycle timing. At the same time, combined with the request-based crossing and phased secondary crossing methods, it solves the problem of evacuating large passenger flows gathered due to the large-capacity characteristics of electronically guided rubber-wheeled trains. While ensuring the safety of pedestrians, it fully utilizes the time available for pedestrians in the signal cycle, thereby improving the overall traffic efficiency of the road as much as possible.

[0056] Figure 1 A flowchart of the steps of a pedestrian flat-surface crossing method based on an electronic guided rubber-wheel system according to an embodiment of the present invention is shown.

[0057] like Figure 1 As shown, in step S1, real-time status information of the electronically guided rubber-tyred train is obtained. In step S2, a priority signal is determined based on the real-time status information, wherein the priority signal is used to indicate the priority pass. In step S3, based on the priority signal, the location of the pedestrian, and the real-time road conditions, a traffic light prompt signal is determined, wherein the traffic light prompt signal is used to prompt the pedestrian to cross the street.

[0058] In one embodiment, the real-time status information includes: real-time location information, real-time speed information, and real-time driving path information.

[0059] In order to ensure the operating efficiency of the electronic guided rubber wheel system, the practice often adopts the method of driving in the middle of the road and setting up stations in the middle of the road to reduce the impact of private vehicles and pedestrians on the roadside, and right entry and right exit on it, thereby increasing its attractiveness to citizens and implementing the transportation development strategy of public transportation priority.

[0060] Figure 2 A secondary street crossing association relationship diagram based on a mid-street platform according to an embodiment of the present invention is shown.

[0061] In order to ensure that the operating efficiency of the electronic guided rubber wheel system is not affected by pedestrians crossing the street, it should be given priority in crossing the intersection. Due to its large capacity, the electronic guided rubber wheel system is prone to the phenomenon of large passenger flow gathering and dispersing within a certain period of time, and it often occurs at the platform. Figure 2 As shown in Figure 2, the passenger flow directions at the platform are:

[0062] Arrival of electronically guided rubber-wheeled train: When the electronically guided rubber-wheeled train (smart rail) arrives at the mid-road platform, passengers get off the train and use the pedestrian crossing at the intersection from the mid-road waiting area (pedestrian waiting area 2) to reach the first roadside waiting area or the second roadside waiting area (pedestrian waiting area 1 or 3) on the roadside.

[0063] The electronically guided rubber-wheeled train is about to arrive at the station: Passengers who want to take the electronically guided rubber-wheeled train can get on the train from the first roadside waiting area or the second roadside waiting area (pedestrian waiting area 1 or 3) on the roadside through the pedestrian passage at the intersection to the roadside waiting area (pedestrian waiting area 2) on the platform in the middle of the road.

[0064] The present invention sets a signal phase timing scheme based on the real-time position, speed, travel path and other information sent by electronically guided rubber-wheeled trains to the signal light controller, combined with the pedestrian crossing demand threshold, to achieve rapid train passage while ensuring the efficiency and safety of pedestrian crossing.

[0065] Figure 3 A flowchart of the steps of a pedestrian flat-surface crossing method based on an electronic guided rubber-wheel system according to another embodiment of the present invention is shown.

[0066] like Figure 3As shown, a pedestrian flat-surface crossing method based on an electronically guided rubber wheel system includes:

[0067] S31. Based on real-time status information, determine the station entry and exit status of the electronically guided rubber-wheeled train. If the station entry and exit status is entering, proceed to step S32; if the station entry and exit status is leaving, proceed to step S33. Specifically, the electronically guided rubber-wheeled train's position status is determined to be about to enter or leave the station. When the train is about to enter the station, pedestrians move from waiting areas 1 and 3 to waiting area 2 and then board the train, at which point the process proceeds to step S32. When the train is leaving the station, pedestrians have already disembarked and need to move from waiting area 2 to waiting areas 1 and 3, at which point the process proceeds to step S33.

[0068] S32: Determine whether there is a traffic conflict between the pedestrian crossing direction and the direction of vehicle clearance. If there is a conflict, proceed to step S34; if there is no conflict, proceed to step S37. Specifically, determine whether there is a traffic conflict between the pedestrian crossing direction and the current direction of vehicle clearance. If there is a conflict, proceed to step S34; if there is no conflict, proceed to step S37.

[0069] S33, determine whether the pedestrian capacity exceeds the set threshold, if not, proceed to step S35, if exceeded, proceed to step S36. Specifically, at this time, the train leaves the station, pedestrians have completed getting off, and need to go from waiting area 2 to waiting areas 1 and 3 on the roadside. Figure 2 The traffic collection device shown (a traffic collection device is set up in each waiting area) collects pedestrian traffic information to determine whether the pedestrian waiting area exceeds the set threshold. If it does not exceed the threshold, it goes to step S35; if it exceeds the threshold, it goes to step S36.

[0070] S34: Determine that the priority passage object indicated by the priority passage signal is a private vehicle, and then proceed to step S37. Specifically, at this time, the private vehicle's traffic signal conflicts with the pedestrian crossing. To ensure pedestrian safety, the private vehicle is given priority, and then proceed to step S37.

[0071] S35: Determine that the priority signal indicates that the train is an electronically guided rubber-tyred train, and then proceed to step S37. Specifically, if the train platform and the roadside refuge island can accommodate all pedestrians waiting to cross, the train will be given priority, and the pedestrians will wait for a while before proceeding to step S37.

[0072] Step S36: Determine that the priority signal indicates a pedestrian, and then proceed to step S37. Specifically, the number of pedestrians is too large, exceeding the capacity of the electronically guided rubber-tire system platform and the roadside refuge island, posing a risk of pedestrian overflow. Therefore, a train is scheduled to wait, prioritizing the evacuation of the accumulated passenger flow.

[0073] S37: Generate a signal light to guide pedestrians to cross the street. Specifically, pedestrians cross the intersection according to the signal light.

[0074] In one embodiment, when the station entry and exit status is the station entry status, the pedestrian crossing path is: cross the street according to the signal light in the first roadside waiting area or the second roadside waiting area, pass through the middle road waiting area to enter the electronically guided rubber-wheeled train platform to board the train; when the station entry and exit status is the station departure status, the pedestrian crossing path is: cross the street according to the signal light in the middle road waiting area, and go to the first roadside waiting area or the second roadside waiting area. Specifically, Figure 2 As shown, when an electronically guided rubber-tyred train is about to arrive at a station, pedestrians in waiting areas 1 and 3 follow the signal to cross the street, and then pass through waiting area 2 to enter the platform to board the train. When the train leaves the station, pedestrians in waiting area 2 observe the signal to cross the street, and after leaving the station, pass through waiting areas 1 and 3 to reach their destination.

[0075] In one embodiment, the threshold is determined by the maximum number of pedestrians that can be accommodated by the electronically guided rubber-tire train platform and the mid-road waiting area. Specifically, the threshold for the pedestrian waiting area in step S33 is primarily based on the number of pedestrians that can be accommodated by the train platform and the mid-road refuge island. This is to prevent excessive pedestrians from exceeding the waiting area's capacity and overflowing onto the roadway, creating a safety hazard.

[0076] Furthermore, the present invention utilizes a phased control method for pedestrian crossings. The specific implementation process is as follows: Pedestrian crossings across the entire intersection are divided into two phases: the first phase is from the roadside waiting area to the mid-road waiting area, and the second phase is from the mid-road waiting area to the roadside waiting area at the other end. Signal control for these two phases is not synchronized, but rather green lights are activated based on whether there is a phase conflict with vehicles or trains. This increases the time pedestrians can cross within a signal cycle without changing the existing signal timing scheme, thereby improving pedestrian crossing efficiency.

[0077] like Figure 4 As shown, under the single-phase release scheme (which follows the same-direction traffic light phase as the public vehicles), pedestrians can only pass in phase with the public vehicles' signals. This results in low traffic efficiency and is not conducive to the large passenger flow evacuation of the electronically guided rubber-tire system. Specifically, the pedestrian clearance time should be understood as the duration of the traffic light indicating that pedestrians are prohibited from leaving the street. This period is the time from the red light indicating that pedestrians should stop leaving the street to the green light indicating that pedestrians may leave the street.

[0078] Furthermore, if the width of the intersection is L (pedestrian crossing length or intersection distance), and the average speed of pedestrians crossing is V, then the shortest pedestrian crossing time is: L / V = T; set the phase time of east-west straight and north-south straight as T1, set the phase time of east-west left turn and north-south left turn as T2, then Figure 4The green light time for pedestrians shown is: T1-T.

[0079] In one embodiment, when a pedestrian passes through the middle waiting area from the first roadside waiting area or the second roadside waiting area to the second roadside waiting area or the first roadside waiting area, the traffic light prompt signal is determined by the following steps: obtaining a traffic light status signal, and when the traffic light status signal has no conflict with the direction of travel of the pedestrian, determining that the traffic light prompt signal is a state allowing pedestrians to pass, wherein the traffic light status signal is a turn control light status signal in the same direction as the direction of travel of the pedestrian.

[0080] Specifically, if Figure 5 As shown in the figure, the pedestrian crossing behavior is decomposed into two sections. Setting up a second crossing can make full use of the phase time without hostile conflict (pedestrians going south to north, vehicles going east to north; pedestrians going north to south, vehicles going west to south) to allow pedestrians to cross half of the street, and then wait for the second crossing at the platform area or safety island in the middle of the road. The pedestrian crossing efficiency under this scheme is greatly improved compared with the single-phase release. Furthermore, if the intersection width is L (pedestrian crossing length or intersection distance), and the average speed of pedestrians crossing is V, then the shortest pedestrian crossing time is: L / V=T; set the phase time of east-west straight and north-south straight as T1, and set the phase time of east-west left turn and north-south left turn as T2, then Figure 5 The green light time for pedestrians is shown as: T1-L / 2V=T1-T / 2.

[0081] In one embodiment, when a pedestrian passes through the middle waiting area from the first roadside waiting area or the second roadside waiting area to the second roadside waiting area or the first roadside waiting area, the traffic light prompt signal is determined by the following steps: obtaining the traffic light status signal, and when the traffic light status signal has no conflict with the direction of the pedestrian's travel, determining that the traffic light prompt signal is a state allowing pedestrians to pass, wherein the traffic light status signal is the control light status signal for all directions of the current intersection.

[0082] Specifically, if Figure 6 As shown, in the secondary crossing under phase-splitting control, in addition to releasing the phase in the same direction as the pedestrians, other phases can also be released when there is no hostile conflict. At this time, the traffic efficiency of vehicles and pedestrians is improved within a complete cycle of the intersection. At the same time, combined with the characteristics of real-time communication of electronic guided rubber-wheeled trains, the signal scheme can be dynamically adjusted, and the traffic priority of the electronic guided rubber-wheeled system can also be guaranteed. Furthermore, if the intersection width is L (pedestrian crossing length or intersection distance), and the average speed of pedestrians crossing is V, then the shortest pedestrian crossing time is: L / V=T; set the phase time of east-west straight and north-south straight to T1, and set the phase time of east-west left turn and north-south left turn to T2, then Figure 6 The green light time for pedestrians is shown as: T1+2T2-(L / 2V+L / 2V)=T1+2T2-T.

[0083] In summary, Figure 5 compared to Figure 4 An additional T / 2 of time is provided for pedestrians to cross the street; Figure 6 compared to Figure 4 The time of 2T2 is increased for pedestrians to cross the street.

[0084] Figure 7 A train-based on-demand crossing association diagram according to an embodiment of the present invention is shown.

[0085] In one embodiment, a pedestrian level crossing method in a pedestrian crossing passage is further included, wherein: a pedestrian crossing request signal is received; based on real-time status information, an estimated travel time of an electronically guided rubber-wheeled train to reach the current pedestrian crossing passage is calculated; when the estimated travel time is greater than the minimum travel time required for pedestrians to cross the passage, the signal light prompt signal is in a state of allowing pedestrians to pass; when the estimated travel time is less than or equal to the minimum travel time required for pedestrians to cross the passage, the signal light prompt signal is in a state of not allowing pedestrians to pass; after the electronically guided rubber-wheeled train passes the current pedestrian crossing passage, the signal light prompt signal is switched to a state of allowing pedestrians to pass.

[0086] like Figure 7 As shown, the electronically guided rubber-tyred train communicates in real time with traffic lights (including roadside computing units) along the road section. A crossing request device (a traffic light with a request button) is installed on the roadside. When a pedestrian wants to cross, they press the request button. The traffic light then calculates the estimated time of arrival of the train based on the real-time speed and position information transmitted by the train and determines whether the minimum green light time requirement for pedestrian crossing is met. If the minimum green light time is met, the traffic light switches to green to allow the pedestrian to cross. If not, the pedestrian waits for the train to pass before switching to green again.

[0087] Compared to fixed-cycle crossings, the on-demand crossing method proposed by this invention reduces the impact of pedestrian crossings on vehicle traffic. Pedestrians issue crossing requests on demand, and combined with real-time information provided by electronically guided rubber-tired trains, a decision is made whether to directly switch the light to green or wait for the train to pass before releasing the pedestrian. This ensures that trains have priority, reduces the number of pedestrian green lights that are not used, and improves overall traffic efficiency.

[0088] In summary, the present invention can solve the technical problem that the fixed signal cycle is not flexible enough and affects the traffic efficiency. Through real-time communication between the train and the signal light controller, the signal light can dynamically adjust the signal timing according to real-time vehicle speed, position and other information, which can achieve the technical effect of ensuring the operating efficiency of the electronic guided rubber wheel system.

[0089] The present invention can solve the technical problem that single-phase crossing time loss is large and is not conducive to pedestrian safety management. By combining the real-time data of the electronic guided rubber-wheel system to design a secondary crossing method with phased release, it can achieve the technical effect of increasing the probability of pedestrians crossing the street from the level of the entire signal cycle.

[0090] The present invention can solve the technical problem of disorderly pedestrian crossing in the middle of a road section, which affects driving efficiency and cannot ensure pedestrian safety. By designing a request-based crossing opening for pure pedestrian crossings in the road section and combining signal control with electronically guided rubber-wheeled train traffic signals, the present invention can achieve the technical effect of standardizing pedestrian crossing behavior and improving the traffic efficiency of the opening.

[0091] The pedestrian level crossing method based on an electronically guided rubber-wheel system provided by the present invention may also be used in conjunction with a computer-readable storage medium having a computer program stored thereon. The computer program is executed to implement the pedestrian level crossing method based on the electronically guided rubber-wheel system. The computer program is capable of executing computer instructions, which include computer program code. The computer program code may be in source code form, object code form, executable file, or some intermediate form.

[0092] Computer-readable storage media may include: any entity or device that can carry computer program code, recording media, USB flash drives, mobile hard drives, magnetic disks, optical disks, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signals, telecommunication signals, and software distribution media, etc.

[0093] It should be noted that the content contained in computer-readable storage media can be appropriately increased or decreased according to the requirements of legislation and patent practices in the jurisdiction. For example, in some jurisdictions, according to legislation and patent practices, computer-readable storage media do not include electrical carrier signals and telecommunications signals.

[0094] According to another aspect of the present invention, a pedestrian level crossing system based on an electronically guided rubber-wheel system is provided. The system comprises a pedestrian level crossing module and a signal light controller. The pedestrian level crossing module executes a pedestrian level crossing method based on the electronically guided rubber-wheel system, and the signal light controller receives signal light prompts.

[0095] In summary, the present invention provides a pedestrian flat-surface crossing method based on an electronically guided rubber wheel system, which has the following advantages over the prior art:

[0096] 1) The present invention ensures pedestrian safety while improving the overall traffic efficiency at intersections and road sections where pedestrians are entering.

[0097] 2) The present invention designs a request-based crossing scheme at the mid-level crossing in the road section and a secondary crossing organization method at the mid-level platform, thereby ensuring priority passage for electronically guided rubber-wheeled trams while improving the orderliness and safety of pedestrians crossing the road.

[0098] 3) This invention utilizes real-time communication between trains and traffic lights on an electronically guided rubber-tire system. Based on the transmitted real-time location, speed, and other information, the signal timing is set for the current cycle. Combined with on-demand crossing and phased secondary crossing methods, this approach solves the problem of dispersing the large passenger flows associated with the high-capacity nature of electronically guided rubber-tire trains. This ensures pedestrian safety while fully utilizing all available pedestrian time within the signal cycle, maximizing overall road traffic efficiency.

[0099] It should be understood that the embodiments disclosed herein are not limited to the specific structures, processing steps, or materials disclosed herein, but should extend to equivalent substitutions of these features as understood by persons skilled in the relevant art ("extended" herein refers to all medium- and low-capacity ground systems for vehicles traveling on roads, including but not limited to electronically guided rubber-wheel systems, trams, and BRT (Bus Rapid Transit) systems). It should also be understood that the terminology used herein is for the purpose of describing specific embodiments only and is not intended to be limiting.

[0100] In the description of the present invention, unless otherwise specified, "plurality" means two or more; terms such as "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," and "tail" indicate positions or relationships based on those shown in the accompanying drawings. These terms are intended solely to facilitate the description of the present invention and simplify the description. They do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limiting the present invention. Furthermore, terms such as "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0101] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integral connection; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediary. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0102] Certain terms are used throughout this application document to indicate specific system components. As will be appreciated by those skilled in the art, different names may be used to indicate the same component, and thus this application document is not intended to distinguish between components that are only different in name but not in function. In this application document, the terms "comprise," "include," and "have" are used in an open format and should therefore be interpreted as meaning "including, but not limited to...". In addition, the terms "substantially," "substantially," or "approximately" that may be used herein refer to industry-accepted tolerances for the corresponding terms. The term "coupling," as used herein, includes direct coupling and indirect coupling via another component, element, circuit, or module, wherein for indirect coupling, the intervening component, element, circuit, or module does not change the information of the signal but can adjust its current level, voltage level, and / or power level. Inferred coupling (e.g., one element is coupled to another element by inference) includes direct and indirect coupling between two elements in the same manner as "coupling."

[0103] References in this specification to "one embodiment" or "an embodiment" mean that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present invention. Therefore, appearances of the phrases "one embodiment" or "an embodiment" in various places throughout this specification do not necessarily refer to the same embodiment.

[0104] The embodiments of the present invention are presented for purposes of illustration and description and are not intended to be exhaustive or to limit the invention to the disclosed forms. Many modifications and variations will be apparent to those skilled in the art. The embodiments are chosen and described in order to better illustrate the principles of the invention and its practical application and to enable those skilled in the art to understand the invention and design various embodiments with various modifications as suited for specific applications.

[0105] Although the embodiments disclosed herein are as described above, the contents described herein are merely embodiments for facilitating understanding of the present invention and are not intended to limit the present invention. Any person skilled in the art of the present invention may make any modifications and changes in the form and details of the implementation without departing from the spirit and scope disclosed herein. However, the scope of patent protection of the present invention shall still be subject to the scope defined by the appended claims.

Claims

1. A pedestrian level crossing method based on an electronically guided rubber wheel system, characterized in that: The method comprises the following steps: Obtain real-time status information of electronically guided rubber-tyred trains; Determining a priority traffic signal based on the real-time status information, wherein the priority traffic signal is used to indicate a priority traffic object; Based on the priority signal, combined with the pedestrian's position and real-time road conditions, a traffic light prompt signal is determined, wherein the traffic light prompt signal is used to prompt pedestrians to cross the street.

2. The pedestrian level crossing method based on the electronic guided rubber wheel system according to claim 1, characterized in that: The real-time status information includes: real-time location information, real-time speed information, and real-time driving path information.

3. A pedestrian level crossing method based on an electronically guided rubber wheel system as claimed in claim 1 or 2, characterized in that: The method further comprises: S31, determining the station entry and exit status of the electronically guided rubber-tyred train based on the real-time status information, if the station entry and exit status is the station entry status, proceeding to step S32, if the station entry and exit status is the station departure status, proceeding to step S33; S32, determine whether there is a traffic conflict between the pedestrian crossing direction and the direction of social vehicle release. If there is a conflict, proceed to step S34; if there is no conflict, proceed to step S37; S33, determining whether the pedestrian capacity exceeds a set threshold; if it does not exceed the set threshold, proceeding to step S35; if it exceeds the set threshold, proceeding to step S36; S34, determining that the priority passage object indicated by the priority passage signal is a private vehicle, and then proceeding to step S37; S35, determining that the priority passage object indicated by the priority passage signal is an electronically guided rubber-tyred train, and then proceeding to step S37; S36, determining that the priority pass object indicated by the priority pass signal is a pedestrian, and then proceeding to step S37; S37: Generate the signal light prompt signal to guide pedestrians to cross the street.

4. A pedestrian level crossing method based on an electronically guided rubber wheel system as claimed in claim 3, characterized in that: When the entry and exit status is the entry status, the pedestrian crossing path is: cross the street in the first roadside waiting area or the second roadside waiting area according to the signal of the signal light, pass through the mid-road waiting area to enter the electronic guided rubber-wheel train platform to board the train; when the entry and exit status is the departure status, the pedestrian crossing path is: cross the street in the mid-road waiting area according to the signal of the signal light, and go to the first roadside waiting area or the second roadside waiting area.

5. A pedestrian level crossing method based on an electronically guided rubber wheel system as claimed in claim 3 or 4, characterized in that: The set threshold is determined by the maximum number of pedestrians that can be accommodated by the electronically guided rubber-tyred train platform and the mid-road waiting area.

6. A pedestrian level crossing method based on an electronically guided rubber wheel system according to any one of claims 1 to 5, characterized in that: When a pedestrian passes through the middle road waiting area from the first roadside waiting area or the second roadside waiting area to the second roadside waiting area or the first roadside waiting area, the signal light prompt signal is determined by the following steps: Obtain a traffic light status signal, and when the traffic light status signal has no conflict with the direction of pedestrian travel, determine that the traffic light prompt signal is in a state allowing pedestrians to pass, wherein the traffic light status signal is a turn control light status signal in the same direction as the pedestrian travel.

7. A pedestrian level crossing method based on an electronically guided rubber wheel system according to any one of claims 1 to 5, characterized in that: When a pedestrian passes through the middle road waiting area from the first roadside waiting area or the second roadside waiting area to the second roadside waiting area or the first roadside waiting area, the signal light prompt signal is determined by the following steps: Obtain a traffic light status signal. When there is no conflict between the traffic light status signal and the direction of pedestrian travel, determine that the traffic light prompt signal is in a state allowing pedestrians to pass. The traffic light status signal is a control light status signal for all directions at the current intersection.

8. A pedestrian level crossing method based on an electronically guided rubber wheel system according to any one of claims 1 to 7, characterized in that: The method also includes a pedestrian level crossing method for a pedestrian crossing passage, wherein: Receive pedestrian crossing request signals; Based on the real-time status information, the estimated travel time of the electronically guided rubber-tyred train to the current pedestrian crossing is calculated; When the estimated travel time is greater than the minimum travel time required for pedestrians to cross the street, the signal light prompts a state of allowing pedestrians to pass; When the estimated travel time is less than or equal to the minimum time required for pedestrians to cross the street, the signal light will indicate that pedestrians are not allowed to pass. After the electronically guided rubber-wheeled train passes the current crossing passage, the signal light will switch to a state that allows pedestrians to pass.

9. A storage medium, characterized in that: It contains a series of instructions for executing the method steps according to any one of claims 1 to 8.

10. A pedestrian level crossing system based on an electronically guided rubber wheel system, characterized in that: The system comprises: A pedestrian level crossing module, which performs the method according to any one of claims 1 to 8; A signal light controller is used to receive the signal light prompt signal.

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