Traffic signal broad-spectrum green wave control method

Abstract

The invention discloses a traffic signal broad-spectrum green wave control method. The method comprises the following steps: S1, starting: configuring a proportional signal mode and acquiring the length d of a road section between intersections and traffic time; s2, acquiring real-time traffic information; s3, calculating a broad-spectrum green wave configuration time difference tgw according to the mode instruction or the length q of a waiting fleet in front of an intersection; s4, after the respective intersection transition period of each intersection is completed, the respective ratio mode is operated; s5, whether differential control is started or not is determined according to the mode starting instruction or the situation of a motorcade head sensor; s6, judging whether the state is a differential state or not; if yes, returning to S5, otherwise returning to S3 to execute.

Description

Technical Field

[0001] This invention relates to the field of traffic signal pattern control. Specifically, it relates to a method for controlling traffic signal patterns based on traffic... Team Traffic signal control methods for adjusting green waves and their patterns based on conditions. Background Technology

[0002] Currently, traffic signals have two basic modes: ratio mode and green wave mode. The arterial green wave mode allows traffic to "follow the wave to its infinite distance," effectively solving the problem that the original ratio mode only allows traffic to travel a distance equal to the green light duration multiplied by the legal speed in a single green light cycle; however, it clearly wastes green light time. A new invention cleverly designs a time differential ratio technology that dynamically adjusts the minimum traffic allocation at intersections based on sensor information, thus achieving a broad-spectrum real-time differential green wave signal response under low traffic load, essentially solving the problem of redundant and wasted green light time. right Under medium to high traffic loads, green wave patterns with preset time differences based on road segment length and travel time often lose their intended coordination effect between intersections due to changes in traffic flow lengths before intersections, leading to redundant stops and starts and vehicle congestion. Furthermore, these disturbances have been found to be early triggers for core-expansion congestion. Appropriately adjusting the green wave time difference between intersections according to traffic flow lengths and coordinating upstream and downstream patterns are issues that need to be addressed to improve the efficiency of green wave technology. Summary of the Invention

[0003] The purpose of this invention is to solve the problem of the response of the queue length to the green wave time difference.

[0004] This invention proposes a solution to achieve the above objectives, mainly by extending the previously invented minimum safe response time for any phase platoon head response, i.e., "differential switching time" or differential time or phase variable sub-time, to a broad-spectrum heterogeneous differential green wave, and a synthetic architecture and operation method called time-difference green wave that designs responses to traffic flow head lengths, including synchronization, guidance, and congestion relief modes, to eliminate redundant stops and starts and their aggregation caused by changes in intersection head lengths. Because it organically unifies the control methods of four interconnected, progressively increasing broad-spectrum platoon traffic loads that differential green waves and time-difference green waves excel at handling with guidance, balancing, and congestion relief modes, in an optimal, redundancy-free stop-start manner, it achieves seamless continuation of the preceding platoon without stopping, hence the name broad-spectrum green wave, also known as platoon green wave. Specifically: A broad-spectrum green wave control method for road traffic signal networks and their control systems, characterized by step ②: S1 Startup: Configure the ratio signal mode and obtain the road segment length d and traffic time between each intersection: travel time tv, tv = d / v0, v0 - the legal green wave design speed of the road segment; S2 obtains real-time traffic information: it obtains the tail q of the traffic flow between each intersection and the traffic flow queuing time difference trq, the head q0 of the queuing, and the basic time of the traffic light switching, also known as the phase variable time Δt, i.e., the differential time. S3 follows the mode instructions or waits in front of the intersection as a queue of vehicles. q， Calculate the time difference (tgw) of the broad spectrum green wave: 1) Green wave start-stop-drift: Determine the starting point of the green wave flow channel, the generation, disappearance, drift and related time difference of the two ends of the leading edge, 1.1) specified by empirical data instructions or 1.2) adaptively adapted in real time by traffic flow characteristics, 1.2.1) Start the wave: (1) Select the channel with more waiting convoys and longer convoys in the same direction as the main channel segment and the main direction of flow, (2) Select the first intersection at the beginning of the flow direction of the channel segment, i.e. the end of the flow direction arrow, as the start of the green wave. The starting point intersection is also the upstream non-low load intersection, that is, the time interval between traffic flows in the intersection direction is greater than the basic time of the traffic light switching related to the head of the convoy q0, i.e. the time of the differential green wave phase variable. The leading point is the first downstream non-low load intersection at the end of the flow direction of the channel segment, i.e. the end of the flow direction arrow. (3) Each intersection in the channel will subtract the convoy start time tq difference between the time taken by each intersection to travel from the starting point to the tail of the convoy q, and configure its time difference tgw and its transition period. ； 1.2.3) Drift: The new time difference and transition period of each intersection caused by the recalculation of the starting point-leader point are added to the periodic compensation of the transition period of the current green wave intersection time difference, and then divided by the periodic duration to obtain the new green wave period residual difference of each intersection, which is used to reconfigure its new transition period. ；1.2.2) Termination: The new starting point and the leading point coincide, that is, the number of channel segments is 0 -- the time difference tgw transition period of each intersection minus the currently running tgw transition period is 0 -- the green wave terminates. Note: subtracting the tgw transition period is equal to adding the periodic complement of the transition period; 2) Green wave fluctuation: After the wave starts, adjust the green wave time difference and its transition period at each intersection according to the instruction or the change Δq of the convoy length q of each segment: the corresponding time trq variable Δtrq of the change in convoy length is included in the time difference tgw and its transition period of the intersection and its downstream intersections. The leader response of trq: the leader change causes Δtrq to change inversely: when the leader increases, Δtrq < 0, then the convoy time difference trq and its transition period decrease; when the leader decreases, Δtrq > 0, then the convoy time difference trq and its transition period increase; 3) Green wave mode change: after the wave starts, according to The command or channel segment convoy length changes trigger a switch between guidance, balancing, and clearing states: As the convoy length increases, the guidance state convoy time difference trq decreases to 0, reaching a balanced state. If the convoy length increases further and trq < 0, it switches to a clearing state. Conversely, as the convoy length decreases, the clearing state convoy time difference increases from trq < 0 to 0, reaching a balanced state. If the convoy length decreases further and trq > 0, it switches to a guidance state. 4) Solitary wave: This refers to the length of a large convoy and its channel segment, determined automatically based on the command or changes in convoy length. During this passage, the green light at each intersection occupies the expected secondary time tqp of other phases to satisfy the operation of the large convoy passing through each intersection of the channel segment. This is called the convoy length solitary wave response. The expected secondary phase time is the expected idle secondary phase time or the commanded secondary phase time. The secondary phase is the designated non-master phase, and the expected refers to an empirical estimate. After completing the transition period for each intersection, the S4 operation will run its respective ratio mode. S5 is activated based on the mode command or the installation status of the convoy head sensor. automatic Determine whether to enable differential control: Analyze each phase of the intersection to obtain the position of the head of the queue q0, and decide to switch to differential green wave control, i.e., quantum phase transition state: When the vehicle q0 phase is at a safe distance Db, the ratio signal of the green light phase without vehicles at this time is called the differential time, i.e., a small period of time Δt of the phase quantum transition time is transferred to the vehicle phase q0 to occupy the intersection and set to differential state; S6 determines whether it is a differential state, i.e., a quantum phase transition state: if yes, return to S5; otherwise, return to S3 to execute. The so-called broad-spectrum green wave refers to a green wave whose phase difference is optimized and changed according to the traffic load and convoy changes at the intersection in order to achieve non-stop continuation of the convoy ahead; it is also called convoy green wave. The basic time for switching traffic lights related to the convoy head q0, also known as the phase variable time t or differential time, refers to the same short green light time. It is used under S5 conditions to switch the green light phase time of the ratio signal to the red light phase as a temporary green light, ensuring that the minimum safe passage time for a vehicle q0 at a set safe distance Db before the intersection under these conditions is just enough to safely pass through the intersection. This is also called the minimum safe green light response time used in the time differential ratio method. This phase light switching operation is called differential control. The Riemann sum of the traffic flow of each phase at the intersection, accumulated as this short green light time is continuously adjusted, is called the "differential time." The resulting phase green light between intersections for oncoming vehicles is called a differential green wave, and the resulting change in the ratio of the green light duration at the intersection phases is called the time differential ratio method. This minimum time... For urban roads with speed limits below 60 km / h, a green light duration of 6 seconds or less is recommended. The corresponding response distance for the head of the traffic flow q0 is between 40 and 60 meters, or it can be directly calculated using the speed limit of the controlled road segment. Its value is derived from the set safety distance Db, the intersection width, and the set vehicle speed v0, or it can be calculated together with the vehicle position q0. The algorithm can be one commonly used in this field. S2 detects whether there is information on the head of the traffic flow q0 within the set safety distance Db of the intersection, once per second. Then, S5 combines the signal state and phase light color of the head of the traffic flow q0 information to determine whether to acquire it. The state of the green light for this short period of time is called the differential state or quantum phase transition state. Whether the duration of this short green light period is greater than 0 is the judgment value for whether the signal system is in the differential state, to distinguish it from the ratio signal state. The safe distance Db refers to the safe braking distance Db, which is also set as the detection range distance Db of the vehicle detection sensor at the intersection. It is calculated using a set vehicle speed v0, and its algorithm can be the one commonly used in the field to calculate the safe braking distance of a vehicle. The intersection transition period refers to the time for switching between signal modes. It is a representative value equivalent to the intersection's green wave time difference (tgw) function and can be directly set as the tgw value. Alternatively, for higher efficiency, it can be equal to the signal cycle remainder or signal cycle complement of the intersection's tgw. The transition period for the intersection's tgw initiation is taken from the signal cycle remainder of the tgw, and the transition period for the tgw termination is taken from the cycle complement of the tgw. A threshold ΔQ is configured to determine whether the change in queue length q |Δq| exceeds the set threshold ΔQ. When Δq > ΔQ, a queue increase operation (Δtwg) is performed; when Δq < ΔQ, a queue decrease operation (Δtwg) is performed. The set threshold value ΔQ... Based on experience, it is recommended that ΔQ = 11 meters (two set vehicle lengths plus set distance), Δtgw = 3 seconds, or other values ​​can be set using other intelligent benefit calculations; perform a fluctuation time value Δtgw operation once and save the platoon length q at that time; fluctuation operations occur during or after the transition period after the configuration of each intersection is completed, or can be achieved by shortening or lengthening the cycle at once; the cycle remainder of the intersection time difference tgw refers to the remainder obtained by dividing the intersection time difference tgw by the signal cycle and taking the integer part of the division; the cycle complement of the intersection time difference tgw refers to the difference obtained by subtracting the signal cycle remainder of the intersection time difference tgw from the signal cycle of the intersection time difference tgw.

[0005] According to the broad-spectrum green wave control method of the present invention, the characteristic of which S2 further includes: The tail information of S21 includes the distance between the position of the last vehicle in the traffic flow and the position of the intersection to which it flows, representing the traffic flow length q. The head information includes the distance between the position of the first vehicle in the traffic flow and the position of the intersection to which it flows. The head q0 and the head q, i.e. the tail information, are obtained by real-time traffic detection of vehicle positions within the lane or data with an error of about 1 meter. For example, they can be obtained by running vehicle positioning devices or mobile phone positioning plugins, or by commonly used traffic sensing devices, such as video, microwave radar, or any device that can measure the last vehicle in the traffic flow in real time. The head information can be obtained by high real-time traffic video analysis devices or microwave, big data, or any device that can measure the second vehicle in the traffic flow in real time.

[0006] According to the broad-spectrum green wave control method of the present invention, the characteristic of which S2 further includes: The platoon time difference trq mentioned in S22 is the basic unit of the broad-spectrum green wave or platoon green wave time difference. It is the response to the tail q value. To achieve redundancy-free traffic, the following relationship formula ③, or the broad-spectrum green wave or platoon green wave-redundancy-free time difference law, must be satisfied: The signal time difference trq between adjacent intersections is equal to the difference between the travel time tv④ between the intersections and the platoon disturbance time tqx. Redundancy-free traffic can be obtained when the difference is >0, =0, or <0. This difference indicates the existence of three interconnected redundancy-free stop-start queue response intervals and their modes: when the difference is greater than 0, the guidance signal is redundant; when the difference is equal to 0, the guidance signal is redundant. When the time difference is less than 0, there is no redundancy and the platooning time difference trq = driving time tv - platooning time tqx, trq = d / v0 - (1 / v0 + a)*q, where d is the length of the road segment between adjacent intersections in meters, v0 is the design green wave speed under the speed limit of the road segment in meters / second, q is the queue length of the relevant flow of vehicles in the road segment in meters, a is the platooning start coefficient, which is estimated to be 0.14 to 0.22, with a midpoint of 0.18, in seconds / meter. This value can be dynamically adjusted, and a*q = tq is the platooning start time ⑤;

[0007] According to the broad-spectrum green wave control method of the present invention, the characteristic of which S2 further includes: The phase variable subtime Δt mentioned in S23 represents the minimum safe green light response time used by the time differential ratio method. This minimum time is recommended to be less than or equal to 6 seconds on urban roads with a speed limit of 60 km / h or less. The corresponding response distance of the oncoming traffic queuing head q0 is in the range of 40-60 meters, or it can be directly calculated using the speed limit of the flow direction of the controlled road section.

[0008] According to the broad-spectrum green wave control method of the present invention, the characteristic of which S2 further includes: The real-time traffic information mentioned in S24 also includes pedestrian information wr0 at both ends of the pedestrian crossing area in each direction and pedestrian information wrx in the middle, which are acquired by any sensing device that can measure this pedestrian information in real time, such as video analysis, infrared, ultrasound, microwave, etc.

[0009] According to the broad-spectrum green wave control method of the present invention, the characteristic of step S3 is that step S3 further includes: S32 describes green wave fluctuations: Adjusting the green wave time difference of the convoy at each intersection based on instructions or changes in convoy length q (Δq) at each road segment: Specifically calculated as: Δtrq = Δtqx = tqx2 - tqx1 = -(1 / v0 + a) * Δq, Δq = q2 - q1, where q1 is the convoy leader at the previous moment and q2 is the convoy leader at the next moment. When |Δq| > 0, the convoy time difference at the intersection where the convoy leader changes is adjusted, and this adjustment Δtrq is allocated to the downstream intersections of the green wave at that intersection, causing increases or decreases in the time difference at these intersections. The number 1 in the variable name prefix or subscript represents the value of the variable name at the previous moment, and the number 2 represents the value at the next moment.

[0010] According to the broad-spectrum green wave control method of the present invention, the characteristic of step S3 is that step S3 further includes: S33 describes the green wave variation: Based on instructions or changes in the length of the convoy on the passageway, the system switches between guidance, balancing, and traffic management states. It obtains the convoy time difference trq2[i] = tv - tqx at intersection (i). When trq1[i] > 0 and trq2[i] < 0, the intersection is configured to a traffic management state, meaning the time difference between this intersection and its upstream intersection is reversed, changing from a time difference less than trq1[i] at the intersection to a time difference greater than |t| at the intersection. rq2[i]|; and correct the time difference tgw[i+]tgw[i-] between the upstream and downstream intersections of its traffic flow to maintain the original time difference relationship between the intersection states, where (i+) represents the upstream of the traffic flow direction and (i-) represents the downstream of the traffic flow direction; the guiding state is in the same direction as the traffic flow direction, and the dredging state is opposite to the traffic flow direction; one of its methods is (1) to change the previous trq1[i] from the time difference tgw[i] between its downstream intersections. -] Subtract from, (2) and add the new trq2[i] to the time difference tgw[i+] of each upstream intersection, (3) or make a transition period for the large total difference of the time difference with the previous intersections; when the previous trq1[i]<0 and trq2[i]>0, change the guidance state of the intersection, that is, reverse the time difference between the intersection and the direct upstream intersection of the traffic flow, from the previous upstream time difference being greater than |trq1[i]| of the intersection to being less than trq2[i] of the intersection. i]; and make corrections to the time difference tgw[i+]tgw[i-] between the upstream and downstream intersections for its traffic flow, so as to maintain the original time difference relationship between the intersections; one of the methods is (1) to subtract the previous trq1[i] from the time difference tgw[i+] between the upstream intersections, (2) to add the new trq2[i] to the time difference tgw[i-] between the downstream intersections, (3) or to make a transition period for the large total difference between the time difference and the previous intersections; When trq = 0, the traffic flow q enters the intersection in a synchronous equilibrium state using 0 time difference and its transition period;

[0011] According to the broad-spectrum green wave control method of the present invention, the characteristic of step S3 is that step S3 further includes: S34 describes the solitary wave as follows: based on instructions or changes in the length of the convoy on each road segment, the green light at each intersection will occupy other phases for the expected secondary time to allow the large convoy to pass through the intersection. The expected secondary phase time is the expected idle secondary phase time or the instruction secondary phase time. The secondary phase is a designated non-master phase, and the expected refers to an empirical estimate.

[0012] According to the broad-spectrum green wave control method of the present invention, the characteristic of step S34 is that step S34 further includes: The time tqp required for the large convoy of vehicles to pass through the intersection as described in S341 should conform to the following formula: tqp=p*q / w, where w is the length of the waiting queue space for each equivalent small car, including the distance between vehicles, usually 5-7 meters, with the middle value of 6 meters / vehicle, and p is the average time interval when vehicles start to pass through the intersection controlled by traffic lights, i.e., the average headway, usually 2.2 seconds-1.8 seconds, with the middle value of 2 seconds / vehicle;

[0013] According to the broad-spectrum green wave control method of the present invention, the characteristic of step S5 is that step S5 further includes: When there are multiple phases with vehicles and other phases in "Δt transfer to other phases with vehicles" as described in S51, they are allocated according to the preset direction, phase and time sequence.

[0014] According to the broad-spectrum green wave control method of the present invention, the characteristic of step S5 is that step S5 further includes: In the "Δt transfer to other phases occupied by vehicles" mentioned in S52, there are multiple phases occupied by vehicles and other phases. When there are multiple phases in the same direction, the phases in the same direction take priority, and the phases that have already obtained the right to occupy have priority to continue occupying.

[0015] The advantages of this invention are as follows: 1) It integrates the low-load broad-spectrum differential green wave, the medium-to-large load guided green wave, and the near-saturation-to-saturation load clearing green wave into a single unit with low energy consumption conversion time, effectively avoiding the equivalent idling fuel consumption of about 30 seconds per cycle, per road segment, and per vehicle per stop-start, and reducing the equivalent idling fuel consumption of about 15 minutes per road segment by about 30 stops-starts. 2) The four states are integrated into one unit in the same channel, providing a series of continuous solutions for signal control in resolving congestion cores, initial congestion, and delaying the arrival of large-scale congestion caused by the aggregation of long queues. 3) Its solitary wave function cleverly sends out sudden large traffic flow loads quickly until they dissipate on their own, and can eliminate the hidden danger of such loads as the cause of "core-expansion" chaotic congestion at an early stage, improving the responsiveness of signal control according to traffic conditions and improving traffic and its control efficiency.

[0016] Note: ① The broad-spectrum or convoy green wave, i.e., the variable time difference green wave, is a coordination / time difference ratio mode, including three corresponding flow direction time difference "0 / + / -" states: a ratio / synchronization / balance mode with a "0" time difference, a "+" guidance mode where the traffic flow direction is consistent with the green wave flow direction, and a "-" easing mode where the traffic flow direction is opposite to the green wave flow direction; ② The Broad spectrum The 6-step structure of the green wave control method naturally includes the following transformations: 1) When step S3 is configured with 0 time difference, Broad spectrum The green wave method naturally becomes the "differential green wave" method. 2) When the instruction "Disable differential green wave S5" is given or the road network system does not have the corresponding sensors and data acquisition devices installed, and step "S5" cannot be used, Broad spectrumThe green wave method naturally lacks the "differential green wave" function and is often in a non-differential state; ③ The relationship formula: the queue time difference formula trq=tv-tqx=d / v0-(1 / v0+a)*q reveals the relationship between signal time difference and green wave speed, queue length, redundancy, and its entire response state and change law, including the existence and conditions of the reverse traffic flow green wave state without redundancy requirements. It directly affects the redundancy of the traffic signal system. It is a necessary concept and tool for the design of a redundancy-free system. It is a basic relationship formula about traffic signal efficiency and redundancy control, or called Broad spectrum Green wave - zero redundancy basic law; ④ The driving time d / v0 is further characterized by subtracting the braking time of the legally designed green wave speed v0 from the driving time; ⑤ The convoy start time tq is further expressed as convoy start coefficient a * congestion rate j * road segment length d * separation coefficient s, where the congestion rate j = q / d is a number less than or equal to 1, and the congested convoy length qd when q = d equals 1 indicates severe congestion, where the separation coefficient s is a number greater than or equal to 1, and equal to 1 indicates separation according to the current situation, the convoy start coefficient a is estimated to be between 0.14 and 0.22, taking the middle value of 0.18, unit: seconds / meter, this value can be dynamically adjusted; ⑥ The congested convoy length qd is further characterized by subtracting the product of the length of the empty intersection upstream of the traffic flow and a number less than or equal to 1 from the length of the congested convoy; ⑦ The congested convoy length qd is further characterized by adding the length of the full intersection upstream of the traffic flow to the length of the congested convoy. Attached Figure Description

[0017] Figure 1 Broad spectrum Flowchart of green wave control method;

[0018] Figure 2 Road network structure, traffic time on road sections, and queue start-up distribution map at 600 seconds;

[0019] Figure 3-a Queue changes and fluctuations at various intersections of West 2nd Passage at 628 seconds;

[0020] Figure 3-b Queue changes and drift distribution at each intersection of West 2nd Passage at 628 seconds;

[0021] Figure 3-c Queue changes and solitary wave timing diagrams at each intersection of West 2nd Passage at 643 seconds;

[0022] Figure 3-d Queue changes and abnormal timing diagrams at various intersections of West 2nd Passage at 988 seconds;

[0023] The number index in the attached diagram:

[0024] Figure 2: 1-{(0,0),(6,4)} is the road network symbol: indicating that the starting point (0,0) of the network intersection node code is the lower left corner intersection of the road network. The road network range is 6 columns to the right and 4 rows up from the starting point. 2--Intersection spacing-traffic time is recorded as #-# / #: meters-seconds / second. For example, this value indicates that the spacing d = 100 meters between road segments and rows (0,1), the start time of a full convoy of road segments tqd = 18 seconds, and the travel time tv = 8 seconds at a speed of 45 kilometers per hour. 3-Channel-row 2{*}, "*" represents a certain value or a group of values ​​for each road segment or intersection in the channel. For example, the "spacing-traffic time" of each road segment is recorded as #-# / #. 4-<1 / 3 / 1 / 1> The sequential numbers in the angle brackets represent the four directions of the lower right intersection: east, west, south, and north. The corresponding queue disruption time tqx for the waiting queue length q is (1 / v0+a)*q in seconds. At this intersection (3,2), there are queue disruption times of 1, 3, 1, and 1 seconds in each of the four directions. 5- The dotted hollow arrow indicates the upcoming guiding green wave and its direction. Its length covers the marked green wave intersection segment, from intersection (5,2) to intersection (1,2). The arrow is the green wave flow leading point intersection (1,2), and the arrow tail is the green wave starting point intersection (5,2). 6- The number 20 in square brackets represents the green wave time difference belonging to the rightmost starting point of each intersection in the westward flow channel below it. The number 40 in parentheses represents the green wave time difference belonging to the leftmost starting point of the eastward flow channel below it. The values ​​on the right side of the figure are represented similarly. The markings in Figure 3 are the same as in this figure. Figure 3-a : 7 - The angle brackets <> at the bottom left of the intersection indicate the queuing situation in each direction at 628 seconds. For example, the angle brackets <1 / 6 / 1 / 1> at the bottom left of the intersection (3,2) show that compared with the previous queuing situation, such as the angle brackets <1 / 3 / 1 / 1> at the top left of the intersection, the westbound queuing has increased from about 11.5 meters (2 cars) for 3 seconds to about 23 meters (4 cars) for 6 seconds. 8 - The right-angle brackets "" at the corresponding side of the intersection indicate the queuing situation of the left-hand phase in each direction compared with the previous queuing situation. For example, the right-angle brackets "0 / 0 / 0 / 0" at the bottom left of the intersection (3,2) show that compared with the previous queuing situation, such as the right-angle brackets "0 / 0 / 0 / 0" at the top left of the intersection, there is no change in the queuing situation in each direction before and after the previous queuing situation. Figure 3-c The nine-vehicle convoy is about to form an isolated wave; Figure 3-d The time difference trq<0 at the intersection (3,2) causes the formation of a green wave state that changes from the guiding green wave state to the reverse direction of the sparse green wave state. Detailed Implementation

[0025] An embodiment of the present invention will be described in detail with reference to the accompanying drawings:

[0026] According to the traffic signal broad-spectrum green wave control method process, as follows: Figure 1 Develop a traffic signal control system software for controlling, such as Figure 2 The road network shown is denoted as {(0,0), (6,4)} or {7,5}, representing the 7 rows and 5 columns of intersection coordinates. The column channel road segment parameter set is denoted as {7,5-1}{==}, indicating a total of 7 columns. Each column of straight roads includes 5-1 road segments. The m-th column of straight road segment parameter set is denoted as m{==}, where == represents (5-1) column road segment parameters. The row channel road segment parameter set is denoted as {5,7-1}{==}, indicating a total of 5 rows. Each row of straight roads includes 6-1 road segments. The n-th row of straight road segment parameter set is denoted as n{==}, where == represents (7-1) road segments. Segment parameters; the total number of road segments is at least 5*(7-1)+7*(5-1), and parallel road segments are not required to be absolutely parallel or of equal length; the numerical values ​​of the elements in the set represent the length d of the corresponding road segment, the start time tqd of the congested convoy, the travel time tv, etc.; all intersections of horizontal and vertical channels are equipped with two-phase traffic lights for straight and left turns or intersection signal controllers, or additional sensors, video traffic analyzers, microwave, infrared, etc., or big data can be directly obtained from devices with vehicle positioning functions, and control mode commands are generated by the central control system through the communication network and distributed to each intersection; operation steps: S1 configures the ratio signal mode and obtains the traffic control time parameters of the above road sections: (1) The main direction of the signal of all intersections in the road network is north, the cycle length is 60 seconds, the green time ratio is 1, each direction is 30 seconds, the green time ratio of the straight-left phase is 2, the straight phase is 20 seconds, and the left phase is 10 seconds; (2) and obtains the traffic speed of each intersection in the road network area consisting of 7x5 intersections with 7 columns and 5 rows of channels, calculated based on the speed v0 = 45 km / h = 12.5 m / s and the captain start coefficient a = 0.18 seconds / m. At the same time, the separation coefficient here is set to 1 for the current separation, and the influence of the intersection width is ignored; S2 acquires real-time traffic information: The tail information q is obtained from large datasets with a vehicle positioning accuracy of approximately 1 meter, which can determine the position of vehicles within the lane, at a frequency of once per second; the head information q0 is obtained from real-time traffic video at the intersection at a frequency of once per second. trq and Δtrq are calculated. 1)Trq=(dq) / v0-a*q=tv-tqx=0.08*d-0.26*q, 2)Δtrq=-Δtqx=-(1 / v0+a)*Δq=-0.26*Δq=-0.26*(q2-q1), Where q1 and q2 represent the queue tail information obtained at two times, with q2 obtained before q1, corresponding to tqx2 and tqx1; S3 In this example, the empirical instruction is not used to specify the time, but the system is generated adaptively. From the beginning to 600 seconds, the traffic flow is small, that is, the time interval between vehicles is greater than 6 seconds. The broad spectrum differential green wave runs without generating green wave time difference and its transition period. S4 transition period = 0, operating ratio mode; For each intersection equipped with a platoon head sensor in the S5 instruction, differential (quantum phase transition) operation is enabled: Analyze the intersection to obtain the position of the platoon head q0 and determine the differential green wave control for transitioning to the differential (i.e., quantum phase transition) state: When 40 meters < q0, the no-vehicle phase ratio signal green light is transmitted to the occupied phases with vehicles for one unit of time and set to the differential state; When running to 1000 seconds and still in the differential control state, the intersections are as follows: Channel - Row 0 {<0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>}, Channel - Row 4 {<0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>}, Channel - Column 0 {<0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>}, Channel - Column 6 {<0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>, <0 / 0 / 0 / 0>} For the remaining intersections, the waiting platoons formed due to the increase in traffic load cause them to automatically resume ratio control; The platoon length of the left - turning phase at each intersection is 0; After these non - differential state intersections are determined by running step S6, Return to step S3:

[0027] Such as Figure 2 , an example of the starting wave operation in S3: S3 is based on the start - drift adaptive algorithm in 1.2.1): (1) It does not apply to two - way coordination, and for the channel West 2 with a large number of sections where the west - bound traffic flow queues up, a west - bound leading green wave starting wave transition period configuration is generated. (2) The starting point is intersection (5, 2), and the leading point is intersection (1, 2). (3) The trq distribution of each intersection section is as follows: Channel - West 2 - trq {-, 8 - 2, 12 - 2, 10 - 3, 8 - 2, 0, -} = {-, 6, 10, 7, 6, 0, -}, where "-" indicates that the intersection is not on the green wave channel, # - # is the difference between the travel time tv and the platoon time tqx in the trq formula. For example, 12 - 2 is the section time difference of 10 seconds obtained by subtracting the platoon interference time of 2 seconds from the travel time of 12 seconds for the 150 - meter section between intersection (2, 2) and intersection (3, 2); According to the leading green wave channel intersection time difference tgw algorithm, sum the trq of the sections between the channel intersections and the starting point: The time difference tgw of the relevant intersections is calculated as follows: Pre-launch channel - West 2 time difference tgw{-,0,0,0,0,0,-}, Time difference between the channel after wave activation and West 2: tgw{-, 29, 23, 13, 6, 0, -}; Or its transition period: West 2-ptmp{-, 15+14, 12+11, +13, +6, 0, -}, where “+#” is directly added to the remaining time of the running cycle; Then run S4->S5->S6 in a loop; The following are examples of configuration operations for the above intersection after wave initiation, including rise and fall, drift, solitary wave, and abnormal wave:

[0028] like Figure 3-a S3 fluctuations 2) The intersection where the queue leader changes is (3, 2) <1 / 6 / 1 / 1>, meaning the queue leader going straight west from intersection (3, 2) is 6 seconds, an increase of 3 seconds from the previous 3. Using Δtrq=Δtqx=-0.26*Δq=-0.26*(q2-q1)=-3 seconds, Pre-rise channel - West 2 time difference tgw{-, 29, 23, 13, 6, 0, -} The time difference from intersection (3,2) to each downstream intersection is reduced by 3, i.e.: Post-rise channel - West 2 time difference tgw{-,29-3,23-3,13-3,6,0,-}={-,26,20,10,6,0,-}, Or its transition period: West 2-ptmp{-, -3, -3, -3, 0, 0, -};

[0029] like Figure 3-b 3) Drift of S3: Previously, the interference time between the West 2 team and the passage was {0, 2, 2, 3, 2, 1, 0}, and the time difference was tgw{-, 29, 23, 13, 6, 0, -}. Before drifting, the disturbance time of the West 2 team in the passage is tqx(2, 2, 2, 3, 2, 0, 0). New starting point, forward point: intersection (0, 2), (5, 2), The green wave channel starts counting from both ends - the westbound queue leader at the Qianfeng Road intersection has changed, drifting maneuver required: West 2 time difference {10-2+29-6, 29-6, 23-6, 13-6, 6-6, -, -}={31, 23, 17, 7, 0, -, -} Or the transition period of West 2 is {+31, -6, -6, -6, -6, -, -} = {16+15, -6, -6, -6, -6, -, -}, where "-#" is directly deducted from the remaining time of the operating cycle;

[0030] like Figure 3-c ,S3's 3) solitary wave: Previously, the time difference between the channel - West 2 - tqx1{0, 2, 2, 3, 2, 1, 0} and the time difference between the two channels was {-, 29, 23, 13, 6, 0, -}. Afterwards, the queue disturbance time after channel - west 2 - tqx2 is {0, 2, 2, 25, 2, 1, 0}. The westbound queue leader q at the intersection (3,2) in the green wave channel suddenly increases, requiring an isolated wave operation: Starting from intersection (3,2) and moving downstream to other intersections, the 25-second convoy will be sent away. The large convoy will take tqp time to pass through the intersection: tqp=p*q / w=2q / 6=q / 3=96 / 3=32 seconds. Among them, the captain q=west2-tqx2[3] / a=25 / 0.26=96 meters, which exceeds the 20-second green light configuration time of the straight phase by 12 seconds. The west phase of intersection (3,2) needs to occupy other phases for 12 seconds. The same decisions and operations were implemented at all downstream intersections.

[0031] like Figure 3-d S3's 3) Abnormality: Guidance => Sorting The intersection where the team leader changes is (3, 2), and the intersection is (2, 2). Using the trq formula, trq[j]=0.08*d-tqx[j]: Previously, the West 2 captain tqx1 = {0, 2, 2, 3, 2, 1, 0}. West trq[j]=0.08*d-tqx[j]={-, 8, 12, 10, 8, 12, -}-{0, 2, 2, 3, 2, 1, 0} The time difference for West Route 2 is trq{-, 6, 10, 7, 6, 11, -}, all trq>0, indicating a guiding state. The time difference between West 2 is tgw{-, 29, 23, 13, 6, 0, -}. The starting point is intersection (5, 2), and the time difference is 0. After that, it is measured that trq[3]=0.08*d-tqx=10-17=-7<0, and the state is converted to sparse state: West 2 Captain tqx2{0, 2, 10, 17, 2, 1, 0}, For the West 2 road segment, trq{-, 6, 2, -7, 6, 0, -}, trq[3] = -7, which is a negative road fleet time difference. For the upstream road segment of intersection (3,2), the distribution and sorting are carried out. Starting from the downstream intersection of the green wave, the time difference of each intersection and its downstream intersection is subtracted from the difference of the road fleet time difference of that intersection ± Δtrq. trq[1]=6,Δtrq=0,West 2 time difference tgw{-,29-0,23,13,6,0,-} trq[2]=2,Δtrq=-8,West 2 time difference tgw{-,29-8,23-8,13,6,0,-} trq[3]=-7≤0,Δtrq=-13,West 2 time difference tgw{-,21-13,15-13,13-13,6,0,-},and, add the difference between the absolute value of trq[3] and its direct upstream value to the platoon time difference of all upstream intersections of this intersection: The difference between the absolute value of trq[3] and its direct upstream value: |trq[3]+trq[2]|=|-7+6|=1, West 2 time difference {-, 8, 2, 0, 6+1, 0+1, -} = {-, 8, 2, 0, 7, 1, -} Or, the transition period of West 2 is {-, -8-13, -8-13, -13, +1, +1, -} = {-, -21, -21, -13, +1, +1, -}.

Claims

1. A method for broad-spectrum green wave control of traffic signals in a road network, characterized by at least... Including step ②: S1 Startup: Configure the ratio signal mode and obtain the road segment length d and traffic time between each intersection: travel time tv, tv = d / v0, v0 -- the legal green wave design speed of the road segment; S2 obtains real-time traffic information: it obtains the tail information q of the traffic flow between each intersection and the traffic flow queuing time difference trq, the head information q0, and the basic time of the traffic light switching, also known as the phase variable time Δt, i.e., the differential time. S3 calculates the configuration of the broad spectrum green wave time difference tgw according to the mode command or the waiting queue q before the intersection: 1) Green wave start-stop-drift: Determine the starting point of the green wave flow channel, the generation, disappearance, drift and related time difference of the two ends of the leading edge, 1.1) specified by the empirical data command or 1.2) adaptively in real time by the traffic flow characteristics, 1.2.1) Start wave: (1) Select the channel with more waiting queues in the same direction and the longer queue as the main channel segment and the main direction, (2) Select the first intersection at the beginning of the flow direction of the channel segment, that is, the end of the flow direction arrow, as the starting point intersection of the green wave start, which is also the upstream non-low load intersection, that is, the intersection intersection direction traffic flow. The workshop time interval is greater than the basic time of the traffic light switching related to the head of the queue q0 above, that is, the time of the differential green wave phase variable. The leading point is the first downstream non-low load intersection of the channel segment, that is, the end of the flow direction, i.e. the end of the flow direction arrow. (3) Each intersection in the channel will subtract the time taken by each segment between itself and the starting point from the time taken to the tail of the convoy q in front of it from the time taken by the convoy q to start the convoy q, and configure it as its time difference tgw and its transition period; 1.2.3) Drift: The time difference and its transition period of the new intersection caused by the starting point-leading point are recalculated, the periodic compensation of the transition period of the current green wave intersection time difference is added, and then divided by the periodic duration to obtain the new green wave period residual difference of each intersection, which is used to reconfigure its new transition period. ； 1.2.2) Termination: The new starting point and the leading point coincide, that is, the number of channel segments is 0 -- the time difference tgw transition period of each intersection minus the current tgw transition period is 0 -- the green wave terminates. Note: subtracting the tgw transition period is equal to adding the periodic complement of the transition period; 2) Green wave fluctuation: After the wave starts, adjust the green wave time difference and its transition period at each intersection according to the instruction or the change Δq of the convoy length q of each segment: the corresponding time trq variable Δtrq of the change in convoy length is included in the time difference tgw and its transition period of the intersection and its downstream intersections. The leader response of trq: the leader change causes Δtrq to change inversely: when the leader increases, Δtrq < 0, then the convoy time difference trq and its transition period decrease; when the leader decreases, Δtrq > 0, then the convoy time difference trq and its transition period increase; 3) Green wave mode change: after the wave starts, the root The system switches between guidance, balancing, and clearing states based on instructions or changes in convoy length in the passageway: As the convoy leader increases, the guidance state convoy time difference trq decreases to 0, reaching the balancing state. If the convoy leader increases further and trq < 0, it switches to the clearing state. Conversely, as the convoy leader decreases, the clearing state convoy time difference increases from trq < 0 to 0, reaching the balancing state. If the convoy leader decreases further and trq > 0, it switches to the guidance state. 4) Solitary wave: This refers to the length of a large convoy and its passageway automatically determined based on specified or changes in convoy length in each passageway. The green light at each intersection in this passageway occupies the expected secondary time tqp of other phases to satisfy the operation of the large convoy passing through each intersection in this passageway. This is called the leader solitary wave response. The expected secondary phase time is the expected idle secondary phase time or the instruction secondary phase time. The secondary phase is the specified non-master phase, and the expected refers to an empirical estimate. After completing the transition period for each intersection, the S4 operation will run its respective ratio mode. S5 automatically decides whether to activate differential control based on the mode activation command or the installed platoon leader sensor: it analyzes each phase at the intersection to obtain the platoon leader's q0 position and decides to switch to differential green wave control, i.e., quantum phase transition state: when a vehicle's q0 phase is within a safe distance Db... ， The ratio signal of the green light phase without vehicles at this time is called the differential time, which is a small segment of the phase variable time Δt, and is transferred to the phase with vehicles q0 to occupy the intersection and pass through the intersection, and is set as the differential state; S6 determines whether it is a differential state, i.e., a quantum phase transition state: if yes, return to S5; otherwise, return to S3 to execute. The so-called broad-spectrum green wave refers to a green wave whose phase difference is optimized and changed according to the traffic load of the intersection to achieve non-stop continuation of the preceding convoy; it is also called convoy green wave. The basic time for switching traffic lights related to the convoy head q0, i.e., the phase variable time t or differential time, refers to the same short green light time. It is used to switch the green light phase time of the ratio signal to the red light phase under S5 conditions as a temporary green light, so as to ensure that the minimum safe passage time of the vehicle q0 at the set safe distance Db before the intersection under this condition is just safe to pass through the intersection. It is also called the minimum safe green light response time used by the time differential ratio method. This phase light switching operation is called differential control. The Riemann sum of the traffic flow at each phase of the intersection, accumulated through continuous adjustments of this short green light period, is called the "differential time." The resulting sequential opening of the green light between phases at the intersection for oncoming vehicles is called the differential green wave. The change in the ratio of green light durations between intersection phases is called the time differential ratio method. For urban roads with speed limits below 60 km / h, a minimum of 6 seconds is recommended. The corresponding response distance for the head of the oncoming traffic queuing (q0) is between 40 and 60 meters, or it can be directly calculated using the speed limit for the controlled road segment. Its value is determined by the set safety distance Db. The intersection width and the set vehicle speed v0, or the vehicle position q0, are used to calculate the information. The algorithm can be one commonly used in this field. S2 detects whether there is information at the head of each phase q0 within the set safety distance Db of the intersection. This is done once per second. Then, S5 combines the signal state and phase light color of the head of the phase q0 information to determine whether to acquire it. The state of the short green light time is called the differential state or quantum phase transition state. Whether the duration of the short green light time is greater than 0 is the judgment value for whether the signal system is in the differential state, to distinguish it from the ratio signal state. The safe distance Db refers to the safe braking distance Db, which is also set as the detection range distance Db of the vehicle detection sensor at the intersection. It is calculated using a set vehicle speed v0, and its algorithm can be the one commonly used in the field to calculate the safe braking distance of a vehicle. The intersection transition period refers to the time for switching between signal modes. It is a representative value equivalent to the intersection's green wave time difference (tgw) and can be directly set as the tgw value. Alternatively, for higher efficiency, it can be equal to the signal cycle remainder or the signal cycle complement of the intersection's tgw. The transition period for the intersection's tgw initiation is taken from the signal cycle remainder of the tgw, and the transition period for the tgw termination is taken from the cycle complement of the tgw. A threshold ΔQ is configured to determine whether the change in queue length q |Δq| exceeds the set threshold ΔQ. When Δq > ΔQ, a queue increase operation (Δtwg) is performed; when Δq < ΔQ, a queue decrease operation (Δtwg) is performed. The set threshold value ΔQ... Based on experience, it is recommended that ΔQ = 11 meters (two set vehicle lengths plus set distance), Δtgw = 3 seconds, or other values ​​can be set using other intelligent benefit calculations; perform a fluctuation time value Δtgw operation once and save the platoon length q at that time; fluctuation operations occur during or after the transition period after the configuration of each intersection is completed, or can be achieved by shortening or lengthening the cycle at once; the cycle remainder of the intersection time difference tgw refers to the remainder obtained by dividing the intersection time difference tgw by the signal cycle and taking the integer part of the division; the cycle complement of the intersection time difference tgw refers to the difference obtained by subtracting the signal cycle remainder of the intersection time difference tgw from the signal cycle of the intersection time difference tgw.

2. The method according to claim 1, characterized in that: Step S2 further includes: The tail information in S21 includes the distance between the last vehicle in the traffic flow and the intersection, representing the traffic flow length q. The head information includes the distance between the first vehicle in the traffic flow and the intersection. The head q0 and the head q, i.e., the tail information, can be obtained using real-time traffic detection of vehicle positions within the lane or big data with an error accuracy of 1 meter. For example, it can be obtained using a vehicle positioning device or a mobile phone positioning plugin, or commonly used traffic sensing devices, such as video, microwave radar, or any device that can measure the last vehicle in the traffic flow in real time. The head information can be obtained using a high-real-time traffic video analysis device or any device that can measure the first vehicle in the traffic flow in real time, such as microwave or big data.

3. According to the claims 2 The method is characterized by: Step S2 further includes the following steps: The platoon time difference trq mentioned in S22 is the basic unit of the broad-spectrum green wave or platoon green wave time difference. It is the response to the tail q value. To achieve redundancy-free traffic, the following relationship formula, or the broad-spectrum green wave or platoon green wave-redundancy-free time difference law, must be satisfied: The signal time difference trq between adjacent intersections is equal to the difference between the travel time tv between the intersections and the platoon disturbance time tqx. Redundancy-free traffic can be obtained when the difference is >0, =0, or <0. This difference indicates the existence of three interconnected redundancy-free stop-start queue response intervals and their modes: when the difference is greater than 0, the guidance signal is redundant; when the difference is equal to 0, the guidance signal is redundant; when the difference is equal to 0, the guidance signal is redundant; when the difference is greater than ... When the time difference is less than 0, there is no redundancy and the platooning time difference trq = driving time tv - platooning time tqx, trq = d / v0 - (1 / v0 + a)*q, where d is the length of the road segment between adjacent intersections in meters, v0 is the design green wave speed under the speed limit of the road segment in meters / second, q is the queue length of vehicles in the relevant flow direction in the road segment in meters, a is the platooning start coefficient, which is estimated to be 0.14 to 0.22, with a midpoint of 0.18, in seconds / meter. This value can be dynamically adjusted, and a*q = tq is the platooning start time.

4. According to the claims 3 The method is characterized by: Step S2 further includes the following steps: The phase variable subtime Δt mentioned in S23 represents the minimum safe green light response time used by the time differential ratio method. This minimum time is recommended to be less than or equal to 6 seconds on urban roads with a speed limit of 60 km / h or less. The corresponding response distance of the oncoming traffic queuing head q0 is in the range of 40-60 meters, or it can be directly calculated using the speed limit of the controlled road section.

5. According to the claims 4 The method, characterized in S3 Including the following steps: S32 describes green wave fluctuations: adjusting the intersections based on instructions or changes in convoy length q on each road segment, Δq. Team Green wave time difference: Specific calculation: Δtrq=Δtqx=tqx2-tqx1=-(1 / v0+a)*Δq, Δq=q2-q1, q1-queue leader at the previous time, q2-queue leader at the next time. When |Δq|>0, the time difference of the queue at the intersection where the queue leader changes is changed. This change Δtrq is allocated to the downstream intersections of the green wave at that intersection, causing the time difference at these intersections to increase or decrease. In the variable name suffix or subscript, the number 1 represents the value of the variable name at the previous moment, and the number 2 represents the value at the next moment.

6. According to the claims 5 The method, in its S3 step, includes the following steps for the green wave modulus feature: S33 describes the green wave transformation: After wave activation, the system switches between guidance, balancing, and traffic management states based on instructions or changes in the length of the convoy on the passageway: It obtains the convoy time difference trq2[i] = tv - tqx at intersection (i). When the previous trq1[i] > 0 and trq2[i] < 0, the intersection is configured to a traffic management state, meaning the time difference between the intersection and its upstream intersection is reversed, changing from the previous upstream time difference being less than trq1[i] to being greater than |trq2[i]|; and it adjusts the time difference between the traffic flow and the upstream and downstream intersections (i+) and (i-). Make corrections to maintain the original time difference relationship between the intersection states, where (i+) represents the upstream of the traffic flow direction and (i-) represents the downstream of the traffic flow direction; the guiding state is in the same direction as the traffic flow direction, and the clearing state is in the opposite direction to the traffic flow direction; one of the methods is (1) to subtract the previous trq1[i] from the time difference tgw[i-] of each downstream intersection, (2) and add the new trq2[i] to the time difference tgw[i+] of each upstream intersection, (3) or to make a transition period for the large total difference of the time difference with the previous intersections; when the previous trq1[i] < 0 and trq2[i] > 0, change the guiding state of the intersection, that is, reverse the time difference between the intersection and the direct upstream intersection of the traffic flow. The previous upstream time difference greater than the intersection's |trq1[i]| becomes less than the intersection's trq2[i]; and the traffic flow to the upstream and downstream intersections' (i+)(i-) time difference tgw[i+]tgw[i-) is corrected to maintain the original intersection time difference relationship; one of the methods is (1) to subtract the previous trq1[i] from the upstream intersection time difference tgw[i+], (2) to add the new trq2[i] to the downstream intersection time difference tgw[i-], (3) or to make a transition period for the large total difference with the previous intersection time difference. When trq = 0, the traffic flow q is configured to flow into the intersection in a synchronous equilibrium state with 0 time difference and its transition period.

7. The method according to claim 1, wherein feature S3 includes the step of: The solitary wave described in S34: According to the instructions or changes in the length of the convoy on each road segment, the green light at each intersection will occupy other phases for the expected secondary time to allow the large convoy to pass through the intersection. The expected secondary phase time is the expected idle secondary phase time or the instructed secondary phase time. The secondary phase is a designated non-master phase. The expected refers to an empirical estimate.

8. According to the claims 7 The method, in its feature S34, includes the following steps: The time tqp required for the large convoy of solitary waves to pass through the intersection as described in S341 should conform to the following relationship: tqp=p*q / w, where... w is the equivalent queuing space length for each passenger car, including the distance between vehicles, usually 5-7 meters, with a midpoint of 6 meters per vehicle. p is the average time interval when vehicles start and pass through the traffic light-controlled intersection, i.e., the average headway, usually 2.2-1.8 seconds, with a midpoint of 2 seconds per vehicle.

9. The method according to claim 1, characterized in S5 Including the following steps: When there are multiple phases with vehicles and other phases in "Δt transfer to other phases occupied by vehicles" as described in S51, they are allocated according to the preset direction, phase and time sequence.

10. According to claims 9 The method, characterized in S5 Including the following steps: In S52, "Δt is transferred to other phases occupied by vehicles" refers to multiple phases occupied by vehicles and other phases. When there are multiple phases in the same direction, the phases in the same direction take priority, and the phases that have already obtained the right to occupy have priority to continue occupying.

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