Phase difference dynamic transition control method and control system based on holographic sensing technology

Abstract

The invention relates to a phase difference dynamic transition control method and a phase difference dynamic transition control system based on a holographic sensing technology, and aims to optimize trunk traffic signal coordination control and improve traffic flow efficiency. The method comprises the following steps: collecting traffic index data (such as flow, queuing length and the like) of lane levels of all intersections of a trunk line in real time through holographic sensing equipment; obtaining a new scheme and an old scheme of trunk line coordination, and calculating a phase difference offset; according to the phase difference offset, determining the number of cycles required by transition and the duration of each cycle, and generating a transition scheme; dynamically adjusting the phase duration and the signal control instruction of each intersection based on the real-time traffic data; and issuing the control instruction to the annunciator for execution. The method is suitable for urban trunk traffic signal control, and has high practicability and popularization value.

Description

Technical Field

[0001] This invention relates to the field of intelligent traffic control technology, specifically to a control method and control system based on dynamic phase difference transition using holographic sensing technology, which is used to achieve dynamic and smooth transition of phase difference in green wave control to improve the traffic efficiency of main roads. Background Technology

[0002] In green wave control, coordinated green wave control can significantly improve the traffic efficiency of main roads. To achieve green wave control, phase coordination is required between intersections, transitioning to a predetermined phase difference to achieve effective coordinated control. However, during the transition, the primary goal of signal control is to achieve a smooth transition of the phase difference, without fully considering the actual traffic demand and control effectiveness at the intersection. This transition method may lead to intersection congestion during the transition phase, which may take a long time to dissipate, thus affecting the normal operation of the green wave.

[0003] To address this issue, a phase difference dynamic transition control method and control system based on holographic sensing technology is proposed. This method utilizes holographic sensing data and optimization algorithms to fully consider the traffic demand at each intersection and optimize the phase difference transition process. This ensures coordinated green waves while guaranteeing the orderly operation of intersections and reducing traffic congestion caused by the transition phase. Summary of the Invention

[0004] The purpose of this application is to address the issue that the actual traffic flow demand cannot be met during the phase difference transition period in trunk line coordinated control. To achieve this goal, this application provides a control method and control system based on dynamic phase difference transition using holographic sensing technology.

[0005] This application provides a control method and control system for dynamic phase difference transition based on holographic sensing technology, including the following steps:

[0006] Step S1: Based on the holographic sensing device, the data acquisition system collects lane-level traffic indicator data at each intersection of the trunk road in real time;

[0007] Step S2: Obtain the old and new schemes for coordinating the main road at each intersection, and calculate the phase difference offset of the schemes;

[0008] Step S3: Obtain the phase difference offset at each intersection of the trunk road, calculate the number of cycles required for the phase difference transition and the duration of each cycle, and generate a transition scheme based on the phase green ratio of the new scheme.

[0009] Step S4: Based on the holographic sensing device, acquire real-time traffic indicator data of each intersection on the main road, and dynamically control the phase duration and signal control commands of each intersection.

[0010] Step S5: Send control commands to the signal controller.

[0011] Furthermore, at the entrance lane marking and detection areas of each intersection on the main road, real-time traffic flow and queue length data of the lanes are detected respectively.

[0012] The collected lane flow and queue length data are sent to the signal control system.

[0013] Furthermore, the phase difference between the old and new operating schemes at each intersection of the main road is obtained, and the phase difference offset between the schemes is calculated.

[0014] Furthermore, the number of transition cycles and the transition scheme are calculated based on the phase difference offset, including the following steps:

[0015] Step 1: Determine whether to use period increment logic or period decrement logic based on the phase difference offset.

[0016] Step two, during the transition of the calculation scheme, the step size can be increased in each cycle;

[0017] Step 3: Calculate the variable coefficients of the phase difference to determine the number of periods;

[0018] Step 4: Generate timing schemes for each intersection on the trunk line for each cycle based on the determined number of transition cycles.

[0019] Furthermore, based on real-time traffic indicator data, the phase duration at each intersection on the main road is dynamically controlled, including the following steps:

[0020] Step 1: Obtain real-time traffic flow and queue length at each intersection of the main road;

[0021] Step 2: Calculate the initial green light duration for each phase in the transition scheme at each intersection on the main road;

[0022] Step 3: Compare the initial green with the minimum green and the phase plan runtime information. The runtime needs to be greater than the minimum green setting threshold.

[0023] Step 4: Extend the phase according to the extended green setting time. If there are always oncoming vehicles, maintain the phase until the planned running time and then switch to the next phase. If there are no oncoming vehicles, it is necessary to check every second whether the queue of the lane corresponding to the phase to be run can be cleared within the planned time. If it can be cleared, the current phase will run until the planned time. If it cannot be cleared, the time saved for the current phase will be increased to the planned time of the phase where the queue cannot be cleared, and then switch to the next phase.

[0024] Furthermore, based on the instructions from dynamic control, the signals are then sent to the signal controllers for operation.

[0025] Furthermore, after the phase difference transition is completed at each intersection of the trunk line, the dynamic transition control is discontinued, and the trunk line resumes normal operation coordination control. Attached Figure Description

[0026] Figure 1 This is a description of the business logic for dynamic phase difference calculation.

[0027] Figure 2 It is a business logic flowchart based on dynamic traffic control. Detailed Implementation

[0028] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0029] The purpose of this application is to address the issue that the actual traffic flow demand cannot be met during the phase difference transition period in trunk line coordinated control. To achieve this goal, this application provides a control method and control system based on dynamic phase difference transition using holographic sensing technology.

[0030] This application provides a control method and control system for dynamic phase difference transition based on holographic sensing technology, including the following steps:

[0031] Step S1: Based on the holographic sensing device, the data acquisition system collects lane-level traffic indicator data at each intersection of the trunk road in real time;

[0032] Step S2: Obtain the old and new schemes for coordinating the main road at each intersection, and calculate the phase difference offset of the schemes;

[0033] Step S3: Obtain the phase difference offset at each intersection of the trunk road, calculate the number of cycles required for the phase difference transition and the duration of each cycle, and generate a transition scheme based on the phase green ratio of the new scheme.

[0034] Step S4: Based on the holographic sensing device, acquire real-time traffic indicator data of each intersection on the main road, and dynamically control the phase duration and signal control commands of each intersection.

[0035] Step S5: Send control commands to the signal controller.

[0036] Furthermore, based on high-precision maps, detection zones are calibrated at the entrance lanes of each main road intersection, covering the lanes from the stop line to a position of 250 meters, for detecting lane queue length data; detection frames are set at a position 30 meters from the stop line on each entrance lane, with a detection range of no more than 2 meters, for detecting lane flow data.

[0037] The equipment reports the data identified in the detection area to the signal control system at a frequency of 500ms.

[0038] Furthermore, obtain the phase difference between the old and new operating schemes at each intersection on the main road, and calculate the phase difference offset. The calculation formula is as follows:

[0039] △=-′

[0040] △ represents the phase difference offset of the scheme at the i-th intersection of the trunk line.

[0041] Phase difference of the old scheme at the i-th intersection of the trunk line

[0042] ′ represents the phase difference of the new scheme at the i-th intersection of the main road.

[0043] Furthermore, the number of transition cycles and the transition scheme are calculated based on the phase difference offset, including the following steps:

[0044] Step 1: Based on the phase difference offset, determine whether to use the period increase logic or the period decrease logic. The specific logic for judging the relationship between Δ and the half-cycle duration of the new scheme is as follows:

[0045] If △ is greater than or equal to half a cycle duration, then subtract one cycle duration and use the cycle increase logic to transition the phase difference.

[0046] If △ ≤ half-cycle duration, then the phase difference transition is performed by increasing the cycle.

[0047] Step 2: During the scheme transition calculation, the scheme phase difference transition should be completed in no more than 3 cycles in principle, and the scheme offset in a single cycle is half the cycle duration / 3.

[0048] Step 3: Calculate the variable coefficients of the phase difference to determine the number of periods; the calculation formula is:

[0049] =△ /

[0050] The variable coefficients of trunk line intersection i

[0051] The new cycle length for trunk line intersection i

[0052] <0.17, use a 1-cycle transition;

[0053] For values ​​of 0.17 ≤ < 0.34, a two-cycle transition is adopted.

[0054] ≥0.34, using 3-cycle transition.

[0055] Step 4: Generate timing schemes for each intersection on the trunk line for each cycle based on the determined number of transition cycles.

[0056] Furthermore, based on real-time traffic indicator data, the phase duration at each intersection on the main road is dynamically controlled, including the following steps:

[0057] Step 1: Obtain real-time traffic flow and queue length at each intersection of the main road;

[0058] Step 2: Calculate the initial green light duration for each phase in the transition plan for each intersection on the main road. The calculation formula is as follows:

[0059] =2N+L

[0060] Initial green light duration

[0061] N is the maximum queue length of the lane corresponding to the phase when the green light turns on.

[0062] L represents the lost time, which is a fixed value of 4 seconds.

[0063] Step 3: Compare the initial green with the minimum green and the phase plan runtime information. The runtime needs to be greater than the minimum green setting threshold.

[0064] Step 4: Extend the phase according to the extended green setting time. If there are always oncoming vehicles, maintain the phase until the planned running time and then switch to the next phase. If there are no oncoming vehicles, it is necessary to check every second whether the queue of the lane corresponding to the phase to be run can be cleared within the planned time. If it can be cleared, the current phase will run until the planned time. If it cannot be cleared, the time saved for the current phase will be increased to the planned time of the phase where the queue cannot be cleared, and then switch to the next phase.

[0065] Furthermore, based on the instructions from dynamic control, the signals are then sent to the signal controllers for operation.

[0066] Furthermore, after the phase difference transition is completed at each intersection of the trunk line, the dynamic transition control is discontinued, and the trunk line resumes normal operation coordination control.

[0067] The specific embodiments described above are only used to illustrate the technical solutions of the present invention and are not intended to limit it. They further illustrate the purpose and detailed implementation of this application. Those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention. Any modifications, equivalent substitutions, improvements, etc., should be included within the protection scope of this application.

Claims

1. A control method and control system for dynamic phase difference transition based on holographic sensing technology, characterized in that, include: Step S1: Based on the holographic sensing device, the data acquisition system collects lane-level traffic indicator data at each intersection of the trunk road in real time; Step S2: Obtain the old and new schemes for coordinating the main road at each intersection, and calculate the phase difference offset of the schemes; Step S3: Obtain the phase difference offset at each intersection of the trunk road, calculate the number of cycles required for the phase difference transition and the duration of each cycle, and generate a transition scheme based on the phase green ratio of the new scheme. Step S4: Based on the holographic sensing device, acquire real-time traffic indicator data of each intersection on the main road, and dynamically control the phase duration and signal control commands of each intersection. Step S5: Send control commands to the signal controller.

2. The control method and control system based on dynamic phase difference transition using holographic sensing technology as described in claim 1, characterized in that, In step S1, the data acquisition system acquires real-time traffic flow and queue length data at each intersection of the trunk road at the lane level.

3. A control method and control system for dynamic transition of phase difference based on holographic sensing technology as described in claim 1, characterized in that, In step S2, the phase difference information of the old coordination scheme at each intersection of the trunk line is obtained; the phase difference information of the new coordination scheme at each intersection of the trunk line is obtained; and the phase difference offset between the old and new schemes at each intersection of the trunk line is calculated.

4. A control method and control system for dynamic transition of phase difference based on holographic sensing technology as described in claim 1, characterized in that, The phase difference transition data should not exceed 3 signal control cycles in principle. If it exceeds 3 cycles, the signal transition time will be too long and will affect the normal operation of the green wave. Obtain the variable data of phase difference. If the phase difference variable is greater than half of the period, it is more efficient to use a decreasing period. If the phase difference variable is less than or equal to half of the period, it is more efficient to use an increasing period. Regardless of whether the period is increased or decreased, the minimum and maximum green of the phase at each intersection of the trunk road must be met. The maximum change at each intersection on the main road in each cycle is one-third of half a cycle. Based on the target phase difference and the phase difference variable coefficients of the periodicers at each intersection of the trunk line; The number of cycles required for transition at each intersection of the main road is calculated based on the phase difference variable coefficient. Based on the phase green ratio in the new scheme, calculate the phase running time of each transition cycle at each intersection on the trunk line.

5. A control method and control system for dynamic transition of phase difference based on holographic sensing technology as described in claim 1, characterized in that, Obtain real-time traffic flow and queue length at each intersection on the main road; In calculating the transition scheme for each intersection on the main road, the initial green light duration for each phase is calculated. Compare the initial green with the minimum green and the phase plan runtime information; the runtime needs to be greater than the minimum green setting threshold. The phase is extended according to the extended green setting time. If there is a continuous oncoming vehicle, the phase is maintained until the planned running time, and then the phase is switched to the next phase. If no vehicles arrive, it is necessary to determine every second whether the queue in the lane corresponding to the phase to be operated can be cleared within the planned time. If it can be cleared, the current phase will proceed until the planned time. If it cannot be cleared, the time saved for the current phase will be increased to the planned time for the phase where the queue cannot be cleared, and then the system will switch to the next phase.

6. A control method and control system for dynamic transition of phase difference based on holographic sensing technology as described in claim 1, characterized in that, The signal control system issues control commands to the signal controllers for execution.

7. A control method and control system for dynamic transition of phase difference based on holographic sensing technology as described in claim 1, characterized in that, After the phase difference transition is completed at each intersection of the trunk line, the dynamic transition control is discontinued, and the trunk line resumes normal operation coordination control.

Images