A traffic control method based on signal timing and vehicle speed induction bidirectional control

Abstract

The application relates to the field of intelligent traffic control, in particular to a traffic control method based on signal timing and vehicle speed induction bidirectional control, which comprises the following steps: collecting dynamic traffic data of an intersection in real time, calculating an optimal signal period C by adopting a Webster method according to the dynamic traffic data; determining an optimal timing scheme by adopting a double-ring phase structure according to the optimal signal period C; optimizing and adjusting the optimal timing scheme by taking the number N of vehicles passing through the signal lamp period as a target function; constructing a vehicle speed induction strategy of the signal intersection, determining the number of vehicles passing through the intersection based on the optimal timing scheme after optimization and adjustment, and inducing the vehicles to dynamically adjust the driving speed. The application optimizes the green light utilization rate, reduces unnecessary parking through vehicle speed guidance, effectively reduces fuel consumption and carbon emission, improves the intersection passing capacity and the overall traffic efficiency.

Description

Technical Field

[0001] This invention relates to the field of intelligent traffic control, and more specifically to a traffic control method based on two-way control of signal timing and vehicle speed guidance. Background Technology

[0002] In urban traffic networks, intersections handle a large volume of traffic, which is highly unpredictable. Currently, most intersections still use fixed signal timing control, with preset green light durations that cannot be dynamically adjusted, making it difficult to adapt to real-time traffic demands. During peak hours, fixed signal timing leads to frequent stops and starts by vehicles, creating a "stop-start" cycle that not only reduces traffic efficiency but also increases fuel consumption and emissions. Furthermore, due to obstructed visibility, drivers may struggle to accurately judge the remaining green light time, potentially leading to premature stops or sudden acceleration just before the green light ends, resulting in reduced green light utilization and increased risk of traffic accidents.

[0003] Compared to fixed-time signal control, adaptive signal control can dynamically adjust the signal cycle and green light duration according to changes in traffic flow, reducing congestion and improving traffic efficiency. However, existing adaptive signal control is mainly based on historical data modeling, making it difficult to accurately predict short-term traffic fluctuations. During sudden changes in traffic flow, its optimization response lags, making it difficult to match vehicle arrival times in real time. Furthermore, current signal control primarily focuses on timing optimization, failing to integrate with connected vehicle (CAV) driving strategies for coordinated control and not fully utilizing real-time traffic information in a vehicle-to-everything (V2X) environment. Summary of the Invention

[0004] The purpose of this invention is to overcome the above-mentioned shortcomings and provide a traffic control method based on two-way control of signal timing and vehicle speed guidance. This method not only optimizes the utilization rate of green lights, but also reduces unnecessary stops through vehicle speed guidance, which helps to effectively reduce fuel consumption and carbon emissions, and improve the capacity of intersections and overall traffic efficiency.

[0005] To achieve the above objectives, the specific solution of the present invention is as follows:

[0006] A traffic control method based on signal timing and vehicle speed guidance bidirectional control includes the following steps:

[0007] Real-time dynamic traffic data of the intersection is collected, and the optimal signal cycle C is calculated using the Webster method based on the dynamic traffic data.

[0008] Based on the optimal signal period C, the optimal timing scheme is determined using a dual-loop phase structure;

[0009] The optimal timing scheme is optimized and adjusted with the objective function of maximizing the number of vehicles N passing through within a traffic light cycle.

[0010] A vehicle speed guidance strategy for signalized intersections is constructed. Based on the optimized timing scheme, the number of vehicles that can pass through the intersection is determined, and vehicles are guided to dynamically adjust their driving speed.

[0011] Furthermore, the dual-ring phase structure of the present invention consists of a first ring phase and a second ring phase;

[0012] The first ring phase is composed of the preceding phase. Front phase Rear phase and rear phase Composition; the second ring phase is composed of the preceding phase Front phase Rear phase and rear phase composition;

[0013] The preceding phase Front phase Rear phase and rear phase Front phase Front phase Rear phase and rear phase The following conditions must be met:

[0014] ,

[0015] ,

[0016] .

[0017] Furthermore, the calculation of the optimal signal period C using the Webster method in this invention includes:

[0018] ,

[0019] Where Y represents the traffic occupancy ratio. This represents the total lost time.

[0020] Furthermore, the objective function of this invention is:

[0021] ,

[0022] Where, x i,j,m This is a binary variable representing whether the m-th vehicle in phase i,j passes through the intersection.

[0023] Furthermore, the condition for whether the m-th vehicle can pass through the intersection within phases i and j is:

[0024] ,

[0025] Among them, L i,j,m Let m be the distance from the signalized intersection to the current position of vehicle m, and v be its speed. i,j,m Let m be the current speed of vehicle m.

[0026] Furthermore, in this invention, if the m-th vehicle can pass through the intersection, then x i,j,m x is 1; conversely, x i,j,m =0:

[0027] .

[0028] Furthermore, the vehicle speed guidance strategy for constructing signalized intersections includes:

[0029] The m-th vehicle in phase i,j within the k-th period satisfies the following constraint:

[0030] ,

[0031] ,

[0032] ,

[0033] Among them, V min Minimum speed limit for the road; V max The maximum speed limit for the road; h k,i,j,m V represents the expected headway between the (m-1)th and mth vehicles; k,i,j,m L represents the current speed of the m-th vehicle; k,i,j,m This represents the distance from the current position of the m-th vehicle to the signalized intersection.

[0034] Furthermore, the present invention includes: guiding vehicles to dynamically adjust their speed, comprising: green light guidance and red light guidance;

[0035] The green light passage guidance includes guidance to maintain the current speed during a green light, guidance to accelerate through a green light, and guidance to decelerate and stop during a green light.

[0036] The red light traffic guidance includes guidance to maintain the current speed at red lights, guidance to slow down and pass through red lights, and guidance to slow down and stop at red lights.

[0037] The beneficial effects of this invention are as follows: This invention provides a traffic control method based on two-way control of signal timing and vehicle speed guidance in a vehicle-road cooperative traffic environment. The optimal signal cycle C of the traffic lights is obtained through the Webster timing scheme. An optimal timing scheme for each phase is established using a signal light optimization strategy based on a dual-loop phase structure. The optimal timing scheme is then optimized and adjusted using the maximum number of vehicles passing through within the signal cycle as the objective function. Based on the optimized timing scheme, different vehicle speed guidance strategies are constructed to guide vehicles, thereby enabling as many vehicles as possible to pass through the intersection smoothly without stopping. Compared to traditional adaptive signal control, this invention not only optimizes green light utilization but also reduces unnecessary stops through vehicle speed guidance, effectively reducing fuel consumption and carbon emissions, improving intersection capacity and overall traffic efficiency, and providing an innovative solution for green and intelligent traffic management. Attached Figure Description

[0038] Figure 1 This is a schematic diagram of an intersection structure provided in an embodiment of the present invention;

[0039] Figure 2 This is a flowchart illustrating the present invention;

[0040] Figure 3 This is a schematic diagram of the double-ring phase structure provided in an embodiment of the present invention; Detailed Implementation

[0041] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments, but this is not to limit the scope of the invention to this.

[0042] like Figures 1 to 3 As shown in the figure, the traffic control method based on signal timing and vehicle speed guidance bidirectional control described in this embodiment may specifically include the following steps:

[0043] Step S100: Collect dynamic traffic data of the intersection in real time, and calculate the optimal signal cycle C using the Webster method based on the dynamic traffic data.

[0044] Specifically, at road intersections, vehicle-to-infrastructure (V2I) technology is used to monitor traffic data in real time through roadside units (RSUs) and onboard units (OBUs). Each vehicle is equipped with an OBU, which collects data such as vehicle position, direction, spacing, speed, and acceleration in real time. The OBU transmits the traffic data to the RSUs at the intersection via V2X communication technology. The RSUs then transmit this information to the intersection's edge controller (MEC). Upon receiving the real-time traffic data, the MEC processes it, calculates the traffic flow ratio, and uses the Webster method to calculate the optimal signal cycle C for the intersection.

[0045] Each signalized intersection is equipped with a Roadside Unit (RSU), an Onboard Unit (OBU), and an Edge Controller (MEC). The RSU is a wireless communication device installed on the roadside or on traffic monitoring poles. The OBU is an intelligent device installed in the vehicle, which can collect data such as the vehicle's position, direction, speed, and acceleration through sensors and cameras, and interact with the RSU via V2X communication technology. The MEC is an edge computing device deployed near the intersection. Its main function is to calculate vehicle traffic control instructions based on the current traffic conditions at the intersection and send them to the OBU via the RSU.

[0046] For example, the intersection has three lanes: a straight-ahead lane, a left-turn lane, and a right-turn lane. The straight-ahead lane allows vehicles to travel directly from one side of the intersection to the other. Each direction of the straight-ahead lane is independently designated, and vehicles cannot change lanes; they can only proceed straight ahead. The left-turn lane allows vehicles to turn to the left of the intersection. Each direction of the left-turn lane is independently designated from the straight-ahead lane, and vehicles entering this lane can only turn left. The right-turn lane allows vehicles to turn right from one direction of the intersection into an adjacent road. Each direction's right-turn lane is the only lane that can always be open for traffic and is not affected by traffic light phase control.

[0047] This embodiment uses the following steps to calculate the optimal signal period C for a three-lane intersection:

[0048] Determining intersection traffic flow data: Acquiring dynamic traffic data for each direction at a three-lane intersection. Each vehicle's Onboard Unit (OBU) collects real-time dynamic data such as vehicle position, speed, and acceleration, and wirelessly transmits this data to nearby Roadside Units (RSUs) via V2X communication technology. The RSUs, fixedly installed at intersections or road sections, receive real-time traffic information from multiple vehicle OBUs, aggregate and preliminarily process the collected data, including indicators such as vehicle quantity, speed, and traffic density. The processed data is then transmitted wirelessly to the Edge Controller (MEC) located near the intersection to determine the saturation flow. Saturation flow refers to the maximum vehicle throughput that a continuous platoon can achieve through the stop lines of the approach lanes within a continuous green light cycle, measured in pcu (standard vehicle equivalent) / h. To ensure accuracy, the saturation flow of each approach lane must be calculated individually, and these lane saturation flow values ​​are then aggregated to determine the overall intersection saturation flow. The data obtained specifically includes: the total traffic flow of straight and right-turn lanes (unit: vehicles / hour) and the traffic flow of left-turn lanes (unit: vehicles / hour).

[0049] Calculate the traffic flow occupancy ratio: Based on the traffic flow in each lane and the maximum capacity of the intersection, calculate the traffic flow occupancy ratio Y, which is the ratio of lane traffic flow to maximum capacity.

[0050] ,

[0051] Where: Q is the traffic flow of the lane (unit: vehicles / hour), C max This represents the maximum traffic capacity of the lane per unit of time (unit: vehicles / hour).

[0052] In this embodiment, the traffic flow of the four approach lanes at the data intersection is Q. 东 Q 西 Q 南 and Q 北 The flow occupancy ratio Y is calculated as follows:

[0053] , , , ,

[0054] Then adopt The average flow occupancy ratio is used to calculate the signal period.

[0055] Next, calculate the total lost time for each cycle:

[0056] ,

[0057] in, The total lost time; k represents the number of green light intervals within one cycle; L s I represents the start-up time, W represents the green light interval, and W represents the yellow light duration.

[0058] Finally, the optimal signal period C is calculated using the standard formula of the Webster method:

[0059] The calculated total loss time Substituting the traffic occupancy ratio Y into the Webster formula, the optimal signal period C is calculated:

[0060] .

[0061] Step S200: Based on the optimal signal period C, determine the optimal timing scheme using a double-loop phase structure.

[0062] Specifically, to manage traffic flow at intersections, a dual-phase signal timing scheme is adopted based on the calculated optimal signal cycle C. This scheme optimizes signal timing through two phase loops, each containing multiple signal phases. The release time for each signal phase is dynamically adjusted according to traffic flow demand and vehicle queuing conditions.

[0063] For example, in this embodiment, such as Figure 3 As shown, a dual-ring phase timing structure is adopted, where each ring contains four phases, which are the preceding phases. (Duration of the first phase of the first ring), subsequent phases (Duration of the second phase of the first ring), preceding phase (Duration of the third phase of the first ring), subsequent phase (Duration of the fourth phase of the first ring), preceding phase (Duration of the first phase of the second ring), subsequent phase (Second phase duration of the second ring), preceding phase (Duration of the third phase of the second ring), subsequent phase (Second ring, fourth phase duration), the following defines the phase and lane in the double-ring phase structure:

[0064] First ring phase ( — — — ):

[0065] Front phase This phase is specifically designed to allow eastbound left-turn lanes to pass and to protect left-turn traffic flow from conflicts with other traffic flows.

[0066] Rear phase This phase allows westbound through traffic to proceed, and it is the same as the preceding phase. The overlapping phase of the (eastbound left-turn lane) ensures that the westbound straight lane can pass after the eastbound left-turn lane is opened, thus avoiding conflicts between eastbound left-turn and westbound straight traffic.

[0067] Front phase This phase is specifically designed to allow southbound left-turn lanes to pass and to protect left-turn traffic flow from conflicts with other traffic flows.

[0068] Rear phase This phase allows northbound straight-through traffic to proceed and is the same as the preceding phase. The overlapping phase of the (southbound left turn lane) ensures that the northbound straight lane can pass after the southbound left turn lane is opened, thus avoiding conflicts between southbound left turn and northbound straight traffic.

[0069] Second ring phase ( — — — ):

[0070] Front phase This phase is specifically designed to allow westbound left-turn lanes to pass, avoiding conflicts with vehicles traveling in other directions. This phase is related to the preceding phase. (Eastbound left-turn lane) is opened simultaneously and can be flexibly combined with other phases to improve the traffic efficiency of the intersection.

[0071] Rear phase This phase allows eastbound through traffic to proceed, and is the same as the preceding phase. The overlapping phases of the (westbound left-turn lane) ensure that the eastbound straight lane can proceed smoothly after the westbound left-turn lane is opened.

[0072] Front phase This phase is specifically designed to allow northbound left-turn lanes to proceed and to protect left-turn traffic flow from conflicts with other traffic flows. This phase is related to the preceding phase. (Southbound left-turn lane) will also be opened to optimize traffic flow at the intersection.

[0073] Rear phase This phase allows southbound through traffic to proceed, and it is consistent with the preceding phase. (Northbound left-turn lane) overlaps to ensure smooth passage in the southbound straight lane after the northbound left-turn lane is opened.

[0074] To better control traffic at intersections, phases can be divided into different stages, indicating that the green lights in different loops must end simultaneously at a certain time (e.g., rear phases). and rear phase (The green light is simultaneously turned off). Under the dual-ring phase structure, a signal control scheme that protects left turns and allows right turns is adopted. Protecting left turns means that left-turning vehicles at each entrance are controlled separately by a dedicated left-turn phase; allowing right turns means that right-turning vehicles can proceed freely while ensuring that pedestrians and vehicles from other directions yield.

[0075] Phases located before the two rings (such as the preceding phase) Front phase Front phase Front phase The system will implement "phase overlap," simultaneously activating the green light and switching to the next phase based on traffic demand. Phases located after the two rings will initially take over the right-of-way from the preceding phase, activating the green light and then switching back as needed. Furthermore, the double-ring structure incorporates phase sequence barriers between the two phase rings to ensure that traffic flows do not intersect. While phases within each ring connect smoothly, there is a clear separation between the two rings, ensuring that traffic flows in different lanes at the intersection are executed in a predetermined order without mutual interference. Specifically, the right-turn lane remains open in all phases and is not subject to any phase control. This means that vehicles in the right-turn lane can turn right unimpeded during any phase transition, ensuring smooth right-turn traffic flow.

[0076] This forms a phase sequence setting scheme for symmetrical release, overlapping release, and partial single-port release. (Previous phase) Rear phase Time and preceding phase Rear phase The time and phase must be equal, preceding phase Rear phase Time and preceding phase Rear phase The time and sum must also be equal, that is, satisfy the equation:

[0077] ,

[0078] ,

[0079] The signal periods C1 and C2 of the two rings are both equal to C, and the time allocation of each ring must satisfy:

[0080] .

[0081] Step S300: Optimize and adjust the optimal timing scheme with the objective function of maximizing the number of vehicles N passing through within a traffic light cycle.

[0082] Specifically, the objective is to maximize vehicle throughput efficiency, ensuring that as many vehicles as possible can pass through multiple downstream signalized intersections consecutively without stopping. To this end, the traffic flow N of all routes that meet the coordinated control requirements can be selected as the primary evaluation indicator. A larger value for traffic flow N indicates a greater number of vehicles passing through the approach points, better overall coordination control of the intersections in the area, and more reasonable signal timing. Therefore, the objective function in this embodiment is set to maximize the number of vehicles N passing through within a signal cycle.

[0083] Specifically, to optimize the signal timing at the intersection and maximize traffic efficiency, we define the objective function N as the maximum number of vehicles passing through the intersection. Under the optimal signal period C, we aim to maximize the number of vehicles passing through the intersection.

[0084] Maximize the number of vehicles passing through the intersection:

[0085] ,

[0086] Where, x i,j,m This is a binary variable representing whether the m-th vehicle in phase i,j passes through the intersection.

[0087] Set a variable x for the m-th vehicle. i,j,m This indicates whether it can pass through the intersection within phases i and j, and whether it can pass through phase x. i,j,m It is 1 if it is not 1, and 0 otherwise.

[0088]

[0089] Among them, L i,j,m Let V be the distance of the m-th vehicle's current position from the signalized intersection, and its speed be V. i,j,m Let m be the current speed of vehicle m.

[0090] The condition for vehicle m to pass within phases i and j is:

[0091] ;

[0092] This means that the time it takes for the m-th vehicle to travel from its current position to the traffic light within phase i,j does not exceed the duration of the green light in that phase.

[0093] In the solution process, the phase times of each signal are first initialized, an objective function is set, and constraints are designed based on a double-loop phase structure. Through iterative iteration, the signal phase times are adjusted, the objective function is optimized, and the number of vehicles passing under the current timing is calculated. Further, it is determined whether the convergence condition is met. If the change in the number of vehicles N in two consecutive iterations is less than a preset threshold... When the signal timing is considered to have converged, the maximum number of vehicles N is calculated and the optimal signal timing scheme is output: , , , , , , , .

[0094] This timing structure maximizes the optimization of signal release time for each approach lane, ensuring smoother vehicle flow within the intersection and reducing waiting time.

[0095] Step S400: Construct a vehicle speed guidance strategy for signalized intersections, determine the number of vehicles that can pass through the intersection based on the optimized timing scheme, and guide vehicles to dynamically adjust their driving speed.

[0096] Specifically, to further optimize intersection traffic efficiency, speed guidance is implemented using four traffic guidance strategies. The control area of ​​each intersection approach lane is defined as follows: Let the maximum and minimum speed limits on the road segment be V... max and V min The vehicle's accelerations a1 and a2 are the absolute values ​​of the maximum acceleration and maximum deceleration, respectively. The shortest control zone should be determined such that the vehicle has sufficient time to adjust its speed at any given speed; the longest control zone must be less than or equal to the distance the vehicle can cover at its maximum speed during the phase duration.

[0097] Control area determined:

[0098] ,

[0099] Where L represents the control area.

[0100] Let the m-th car in the i-th and j-th phase of the k-th period be the first induced car, then the following must be satisfied:

[0101] ,

[0102] ,

[0103] Among them, L i,j,m Let m be the distance from the signalized intersection to the current position of vehicle m, and v be its speed. i,j,m h represents the current speed of vehicle m. k,i,j,m V represents the expected headway between the (m-1)th and mth vehicles; k,i,j,m L represents the current speed of the m-th vehicle; k,i,j,m This represents the distance from the current position of the m-th vehicle to the signalized intersection.

[0104] Let the m-th vehicle in the i-j-th phase of the k-th cycle be a steerable vehicle. Then, the following conditions must be met: the current speed is less than the maximum speed limit and higher than the minimum speed limit, and the headway must be greater than the expected headway to ensure sufficient reaction time and safety distance, and ultimately, the vehicle will not exceed the vehicle in front. The formula for calculating the expected headway is as follows:

[0105] ,

[0106] This results in the following constraints:

[0107] ,

[0108] ,

[0109] If a vehicle enters the road segment at its maximum directional speed and arrives at the end of the green light phase at the downstream intersection within this cycle, then that vehicle is the last vehicle that can be guided and controlled within this cycle.

[0110] The edge controller (MEC) not only optimizes signal timing but also provides speed guidance instructions to each vehicle based on real-time vehicle data. Depending on different traffic conditions, the system employs green light and red light guidance.

[0111] Specifically, green light guidance includes: guidance to maintain current speed during a green light, guidance to accelerate through a green light, and guidance to decelerate and stop during a green light. Details are as follows:

[0112] Green light maintain current speed guidance: When a vehicle approaches a traffic light intersection, if the green light is on and there is sufficient remaining green light time, and the vehicle can maintain its current speed V... k,i,j,m Cross the traffic light intersection before the traffic light turns red. The formula for this scenario is as follows:

[0113] ,

[0114] Then induce vehicle speed That is equal to the current vehicle speed:

[0115] .

[0116] Green light acceleration guidance: Vehicles need to achieve maximum acceleration a1 to fully utilize the green light time. Accelerating through ensures the vehicle maintains a smooth driving state, avoiding sudden acceleration and braking, and allowing it to pass through the traffic light intersection in a short time. The formula for this scenario is as follows:

[0117] ,

[0118] The induced speed is equal to the current speed, which is either uniformly accelerated or uniformly accelerated to the maximum speed limit.

[0119] The uniform acceleration strategy must satisfy:

[0120]

[0121] but And the induction speed must meet the following requirements. .

[0122] Green light deceleration and stopping guidance: When the remaining green light time is short, and the vehicle cannot pass through the traffic light intersection without stopping at its current speed or while accelerating, the vehicle will be induced to slow down and stop. The induced acceleration is:

[0123] .

[0124] Specifically, the red light guidance includes guidance to maintain current speed at red lights, guidance to slow down and pass through red lights, and guidance to slow down and stop at red lights. Details are as follows:

[0125] Red Light Maintain Current Speed ​​Guidance: When a vehicle arrives at the traffic light control area, the traffic light is currently red, but it will turn green upon entering the intersection. If the vehicle can pass through the intersection at its current speed, it can choose to maintain its current speed. The formula for this scenario is as follows:

[0126] ,

[0127] The induced speed is then equal to the current speed.

[0128] Red Light Deceleration Guidance: When a vehicle arrives at the traffic light intersection control area, and the current traffic light is red, if the traffic light is still red and the vehicle cannot pass, the vehicle should decelerate at a deceleration rate of a2, or until the speed drops to the minimum speed limit V. min The vehicle then maintains a constant speed as it passes through the intersection. However, it decelerates at a rate of a2, and the speed decreases to V. min Maintain a constant speed while crossing the traffic light intersection. The formula for this scenario is as follows:

[0129] ,

[0130] The uniform deceleration strategy must satisfy:

[0131] ,

[0132] but And the induction speed must meet the following requirements: .

[0133] The strategy of uniformly decelerating to the minimum speed limit must satisfy:

[0134] .

[0135] Red Light Deceleration and Stopping Guidance: When the remaining time of the red light is long, and the vehicle will run the red light even at its current speed or while implementing a deceleration strategy, the vehicle will inevitably need to stop. Therefore, the acceleration 'a' needs to be adjusted to induce a slow deceleration and stop. The induced acceleration is:

[0136] .

[0137] After the current cycle ends, the next cycle begins, and the signal timing is recalculated: based on the latest traffic flow data, the system recalculates the signal timing for each approach lane. The system reallocates signal timings according to the data to allow more vehicles to pass, reducing congestion at the intersection. Then, it dynamically adjusts the speed guidance strategy, using onboard equipment to guide vehicles to approach the intersection at a reasonable speed. Steps S100, S200, S300, and S400 are performed sequentially in each cycle. Through this dynamic adjustment, the intersection can effectively handle changes in traffic flow, reduce congestion, and ensure smooth traffic flow.

[0138] The above description is only a preferred embodiment of the present invention. Therefore, any equivalent changes or modifications made to the structure, features and principles described in the claims of this patent application are included within the protection scope of this patent application.

Claims

1. A traffic control method based on two-way control of signal timing and vehicle speed guidance, characterized in that, Includes the following steps: Real-time dynamic traffic data of the intersection is collected, and the optimal signal cycle C is calculated using the Webster method based on the dynamic traffic data. Based on the optimal signal period C, the optimal timing scheme is determined using a dual-loop phase structure; The optimal timing scheme is optimized and adjusted with the objective function of maximizing the number of vehicles N passing through within a traffic light cycle. A vehicle speed guidance strategy for signalized intersections is constructed, which determines the number of vehicles that can pass through the intersection based on the optimized timing scheme and guides vehicles to dynamically adjust their speed. The vehicle speed guidance strategy for constructing signalized intersections includes: The m-th vehicle in phase i,j within the k-th period satisfies the following constraint: ， ， ， in, This is the minimum speed limit for the road; This is the maximum speed limit for the road; Let m be the expected headway between the (m-1)th and the mth vehicles; Let m be the current speed of the m-th vehicle; This represents the distance from the current position of the m-th vehicle to the signalized intersection.

2. The traffic control method based on signal timing and vehicle speed guidance bidirectional control according to claim 1, characterized in that, The dual-ring phase structure consists of a first ring phase and a second ring phase; The first ring phase is composed of the preceding phase. Front phase Rear phase and rear phase Composition; the second ring phase is composed of the preceding phase Front phase Rear phase and rear phase composition; The preceding phase Front phase Rear phase and rear phase Front phase Front phase Rear phase and rear phase The following conditions must be met: ， ， 。 3. The traffic control method based on signal timing and vehicle speed guidance bidirectional control according to claim 1, characterized in that, The calculation of the optimal signal period C using the Webster method includes: ， Where Y represents the traffic occupancy ratio. This represents the total lost time.

4. The traffic control method based on signal timing and vehicle speed guidance bidirectional control according to claim 1, characterized in that, The objective function is: ， in, This is a binary variable representing whether the m-th vehicle in phase i,j passes through the intersection.

5. A traffic control method based on signal timing and vehicle speed guidance bidirectional control according to claim 4, characterized in that, The condition for the m-th vehicle to pass through the intersection within phases i and j is: ， in, Let m be the distance from the current position of vehicle m to the signalized intersection, and its speed be... Let m be the current speed of vehicle m.

6. A traffic control method based on signal timing and vehicle speed guidance bidirectional control according to claim 5, characterized in that, If the m-th vehicle can pass through the intersection, then =1; conversely, =0: 。 7. A traffic control method based on signal timing and vehicle speed guidance bidirectional control according to claim 1, characterized in that, The dynamic adjustment of vehicle speed is induced, including green light guidance and red light guidance. The green light passage guidance includes guidance to maintain the current speed during a green light, guidance to accelerate through a green light, and guidance to decelerate and stop during a green light. The red light traffic guidance includes guidance to maintain the current speed at red lights, guidance to slow down and pass through red lights, and guidance to slow down and stop at red lights.

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