Road section pedestrian crossing signal control method and system based on human and vehicle postures

Abstract

The invention is suitable for the technical field of traffic control, and provides a road section pedestrian crossing signal control method and system based on human and vehicle postures. The method comprises the following steps: acquiring instantaneous speed and position data of a head vehicle on each lane in front of a pedestrian crossing in real time, and calculating the maximum crossing time by combining the length of the pedestrian crossing and the type of a pedestrian; determining the length of the upstream and downstream judgment area of the pedestrian crossing based on the road design speed and the street crossing time; monitoring the number of pedestrians and the longest waiting time in the waiting area, and judging whether a first triggering condition is met or not by combining a reasonable waiting time threshold value and a capacity threshold value; judging whether a second triggering condition is met or not by comparing the theoretical driving time of the vehicle with the pedestrian crossing time in the judgment area; and when the first and second trigger conditions are met simultaneously, starting a pedestrian green light phase, otherwise, maintaining the current signal state. According to the invention, the waiting time of pedestrians and vehicles can be effectively reduced, and the intersection passing efficiency and safety are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of traffic control, in particular to a road section pedestrian crossing signal control method and system based on human-vehicle posture. BACKGROUND

[0002] The urban traffic signal control system plays a vital role in modern road management, and its core goal is to improve road traffic efficiency and reduce traffic congestion by scientifically and reasonably allocating red and green light durations, while ensuring the safety of pedestrians and vehicles. Currently, urban traffic management mainly relies on fixed signal control and manual button signal control. Fixed signal control is based on historical traffic flow data to preset red and green light durations, which lacks the ability to adapt to real-time traffic changes, resulting in increased vehicle delays during peak hours and reduced traffic efficiency during off-peak hours, and is difficult to respond to emergencies. Although manual button signal control can meet the needs of pedestrians, its triggering mechanism is relatively simple, and in some cases, pedestrians still need to wait for a long time after pressing the button to trigger the pedestrian signal light, affecting the crossing efficiency. In addition, this system is easily disturbed by human factors, such as accidental pressing or frequent key pressing by pedestrians, which may cause the signal light to change frequently, disrupting normal traffic order. At the same time, this mode does not fully consider vehicle flow, and in periods when there are fewer pedestrians and more vehicles, the signal light may still be forced to switch due to button triggering, affecting vehicle traffic and thus reducing overall traffic efficiency. SUMMARY

[0003] In view of the deficiencies in the prior art, the present application aims to provide a road section pedestrian crossing signal control method and system based on human-vehicle posture to solve the problems in the background art.

[0004] The present application is implemented as follows: a road section pedestrian crossing signal control method based on human-vehicle posture, the method comprising the following steps:

[0005] Determining the length L1 of the upstream and downstream determination areas of the pedestrian crossing;

[0006] Real-time collection of instantaneous speed and position data of the head vehicle of each lane in front of the pedestrian crossing, based on the above data, calculating the time required for each lane head vehicle to pass through the pedestrian crossing at a constant speed according to its speed, denoted as {T v};

[0007] Judging whether there is a crossing waiting group on both sides of the pedestrian crossing, if not, maintaining or extending the vehicle green light phase, and the process ends; otherwise, the next step is executed;

[0008] Determining the type of crossing group based on image recognition technology; the group type includes non-motor vehicle group, elderly group, middle-aged group and teenage group;

[0009] Acquire the length H of the pedestrian crossing, and calculate the time T required for the crossing group to cross completely according to the determined crossing group type g ;

[0010] Determine the maximum number of people R that can be accommodated in the waiting area on both sides of the pedestrian crossing max , Real-time monitor the number R1 and R2 of the waiting crossing group and the waiting time t on both sides of the pedestrian crossing w ;

[0011] Set a reasonable waiting time threshold t0, compare t w and t0, and the size relationship between the current waiting number R1, R2 and R max , to determine whether the first trigger condition for pedestrian crossing is met;

[0012] Find the minimum value T v in the set of all lane head vehicle passing times {T v-min} in the determination area, and the time T g required for the crossing group to cross completely, compare the size relationship between T v-min and T g , to determine whether the second trigger condition for pedestrian crossing is met;

[0013] When and only when the first trigger condition and the second trigger condition are met, the phase of the pedestrian crossing signal lamp is switched from red to green.

[0014] As a further scheme of the present application: according to the type of road, determine the design speed V 设 of the road, and combine the maximum crossing time T g-max of pedestrians to determine the length L1 of the upstream and downstream determination area of the pedestrian crossing.

[0015] As a further scheme of the present application: through the vehicle information acquisition module, acquire the real-time position data and instantaneous speed data of the lane head vehicles in front of the pedestrian crossing.

[0016] As a further scheme of the present application: the standard crossing speed of each crossing group type is set as: non-motor vehicle group v a , elderly group pedestrian v b , middle-aged group pedestrian v c , and young group pedestrian v d , unit: m / s.

[0017] As a further scheme of the present application: the calculation method of the crossing time T g is to take the slowest crossing speed v min in the crossing group type, calculate according to the formula , is the upward rounding symbol.

[0018] As a further scheme of the present application: the maximum number of people R max is determined by the following formula: where S is the area of the waiting area on both sides of the pedestrian crossing, A is the space occupied by a single dynamic crossing group, is the floor function.

[0019] As a further scheme of the present application: the determination logic of the first trigger condition is:

[0020] If the current waiting time t w ≥ t0, the first trigger condition is met;

[0021] If the current waiting time t w ≤ t0, and the number of people in the waiting area R1 ≥ δ·R max or R2 ≥ δ·R max , the first trigger condition is also met; where δ is a set coefficient.

[0022] As a further scheme of the present application: the determination of the second trigger condition includes:

[0023] The position of each lane head vehicle is obtained by a position sensor;

[0024] If all head vehicles are not in the determination area, it is determined that the second trigger condition is met;

[0025] If there is a head vehicle in the determination area, its theoretical driving time T v = D x / V x is calculated, where D x is the distance from the head vehicle to the pedestrian crossing line, and V x is the instantaneous speed of the head vehicle;

[0026] If the theoretical driving time T v of all head vehicles meets T v-min ≥ T g , it is determined that the second trigger condition is met;

[0027] When the first trigger condition and the second trigger condition are met at the same time, the pedestrian green light time is set to T g seconds, the vehicle direction signal light is first turned on for 3 seconds of yellow light and then turned red, and the pedestrian signal light is switched to green after 3 seconds.

[0028] As a further scheme of the present application: if there is a head vehicle with theoretical driving time T v-min <T g , it is determined that the second trigger condition is not met, and the speed and distance data need to be updated in a loop until the theoretical driving time of all head vehicles meets T v-min ≥ Tg , the second trigger condition is satisfied.

[0029] Another object of the present application is to provide a road section pedestrian crossing signal control system based on vehicle and pedestrian posture, which comprises:

[0030] A vehicle information acquisition module is configured to acquire vehicle speed and position data at each lane head;

[0031] A pedestrian detection module is configured to detect the presence of a crossing waiting group;

[0032] A group type identification module is configured to identify the type of pedestrian;

[0033] A crossing time calculation module is configured to calculate the group crossing time T g ;

[0034] A waiting person number counting module is configured to monitor the number of people in the waiting area R1, R1 and the waiting time t w ;

[0035] A condition one determination module is configured to determine whether the first trigger condition is met;

[0036] A condition two determination module is configured to determine whether the second trigger condition is met;

[0037] A signal control module is configured to control the signal light switching when both types of trigger conditions are met.

[0038] Compared with the prior art, the present application has the following advantages:

[0039] The present application constructs an intelligent signal control system that can respond to traffic flow changes in real time and ensure pedestrian safety. This method has real-time signal optimization, pedestrian-friendly design, and self-adaptive adjustment capabilities, which can effectively reduce the waiting time of pedestrians and vehicles, improve road traffic efficiency, and enhance the system's ability to adapt to sudden traffic events. It provides a more efficient and intelligent solution for modern urban intelligent traffic management, which is of great significance. By obtaining dynamic information of vehicles and pedestrians, including vehicle speed, pedestrian number and distribution, the system can dynamically adjust the switching time and green light duration of the signal light, ensuring that pedestrians have the right of way when waiting for a long time or in large numbers, and prioritizing vehicle traffic when there are few or no pedestrians waiting, reducing unnecessary parking and waiting. Compared with the traditional fixed duration control system, this method can flexibly adjust according to actual traffic conditions, significantly improving road traffic efficiency and reducing traffic congestion.

[0040] The application introduces a pedestrian classification recognition technology, which can distinguish different groups of old people, middle-aged people and teenagers, and accurately calculate the required crossing time according to the average walking speed of each type of pedestrian. When judging whether to switch the signal light, the system comprehensively considers the waiting time, number of pedestrians, and driving speed and distance of vehicles to ensure signal switching under the premise of pedestrian safety and accessibility. In addition, by setting a reasonable waiting area and dynamically adjusting the green light time, the drawbacks of frequent changes of signal lights caused by manual signal control system due to mispressing of buttons or frequent triggering by pedestrians are avoided, human interference factors are reduced, and the stability and reliability of the system are improved. BRIEF DESCRIPTION OF DRAWINGS

[0041] Figure 1 A flowchart of a road section pedestrian crossing signal control method based on the posture of people and vehicles.

[0042] Figure 2 A scene schematic diagram of a road section pedestrian crossing signal control method based on the posture of people and vehicles.

[0043] Figure 3 A structure schematic diagram of a road section pedestrian crossing signal control system based on the posture of people and vehicles. DETAILED DESCRIPTION

[0044] In order to make the purpose, technical scheme and advantages of the application clearer, the application will be further described in detail below in combination with the drawings and specific embodiments. It should be understood that the specific embodiments described herein are only used to explain the application and do not limit the application.

[0045] The specific implementation of the application will be described in detail below in combination with specific embodiments.

[0046] As shown in Figure 1 and Figure 2 , the embodiment of the application provides a road section pedestrian crossing signal control method based on the posture of people and vehicles, which comprises the following steps:

[0047] S1, determining the length L1 of the upstream and downstream determination area of the pedestrian crossing;

[0048] S2, collecting the instantaneous speed and position data of the head vehicle of each lane in front of the pedestrian crossing in real time, and based on the above data, calculating the time required for the head vehicle of each lane to pass through the pedestrian crossing at a constant speed according to the respective vehicle speed, denoted as {T v};

[0049] S3, judging whether there is a crossing waiting group on both sides of the pedestrian crossing:

[0050] If not, keep or extend the vehicle green light phase, and the process is ended;

[0051] If it exists, proceed with the next steps;

[0052] S4. Based on image recognition technology, determine the type of pedestrian crossing group; the group type includes non-motorized vehicle group, elderly group, middle-aged group and youth group;

[0053] S5: Obtain the length H of the pedestrian crossing, and based on the type of pedestrian group determined in S4, calculate the time T required for that group to fully cross the street. g ;

[0054] S6, determine the maximum number of people R that can be accommodated in the waiting areas on both sides of the pedestrian crossing. max Real-time monitoring of the number of people waiting to cross the street on both sides of the pedestrian crossing, R1 and R2, and the waiting time t. w ;

[0055] S7, set a reasonable waiting time threshold t0, and compare t w And t0, and the current number of people waiting R1, R2 and R max The size relationship is used to determine whether the first trigger condition for pedestrian crossing is met;

[0056] S8, find the set of headway times for all lanes within the judgment area {T} v The minimum value T in} v-min And the time T required for the pedestrian group to completely cross the street. g By comparing T v-min With T g The size relationship is used to determine whether the second triggering condition for pedestrian crossing is met;

[0057] S9, the pedestrian crossing signal phase is switched from red to green if and only if both the first triggering condition and the second triggering condition are met.

[0058] In this embodiment of the invention, the road type is first determined. Assuming the determined road type is a secondary arterial road, the design speed is determined according to the "Code for Design of Urban Road Engineering" CJJ37-2012. In sections requiring signal control, assuming the measured width of the pedestrian crossing is H = 16m, and based on the 15% average crossing speed for different types of pedestrians mentioned in the "Study on Pedestrian Crossing for Safety Improvement," the average crossing speed for each group can be taken. Therefore, assuming the slowest pedestrian crossing speed is 1.02m / s, the maximum pedestrian crossing time is... Therefore, the length of the area upstream and downstream of the pedestrian crossing is determined to be L1 = 16 × 14 = 224 m.

[0059] In this embodiment of the invention, monitoring is deployed at signal-controlled road sections. Speed ​​sensors are used to observe and record the speed of the first vehicle in each lane. Observation marking lines are symmetrically set on both sides of the pedestrian crossing. Assuming there are a total of 4 lanes, the speed sensors measure the different speeds of the first vehicle in each lane as V1 = 14.29 m / s, V2 = 12.50 m / s, V3 = 10.00 m / s, and V4 = 12.50 m / s. Position sensors are used to identify the vehicle positions and record the distance from the position of the first vehicle in each lane within the judgment area to the pedestrian crossing line. Assuming the identified distances from the position of the first vehicle to the pedestrian crossing line are: D1 = 224 m, D2 = 220 m, D3 = 180 m, and D4 = 200 m, the time required for the first vehicle in each lane to pass through the pedestrian crossing at a constant speed within the judgment area is calculated. Where x is a natural number of 1, 2, ..., 4, and v is a natural number of 1, 2, ..., 4.

[0060] In this embodiment of the invention, it is determined whether a pedestrian is crossing the street. If the monitoring system identifies no pedestrians crossing, the signal control system maintains a green light along the vehicle's direction of travel. If the monitoring system identifies pedestrians crossing, it is further necessary to identify the pedestrian type. Based on the identified pedestrian type, pedestrians are categorized into four groups: non-motorized vehicle group, elderly group, middle-aged group, and youth group. According to the research on pedestrian crossings for safety improvement mentioned in "Research on Pedestrian Crossings" and "The Influence of Non-Motorized Vehicle Factors on Motor Vehicle Operation at Intersections," the average crossing speed of each group can be taken as 15% of the pedestrian crossing speed. Therefore, it is assumed that the crossing speed of the non-motorized vehicle group is v. a =3.00 m / s, the pedestrian crossing speed for the elderly group is v b =1.02m / s, the pedestrian crossing speed for the middle-aged group is v c =1.23 m / s, the pedestrian crossing speed for the youth group is v d =1.07m / s.

[0061] In this embodiment of the invention, the theoretical crossing time required for pedestrians is calculated. Since the measured width of the pedestrian crossing is d = 16m; when the monitoring identifies all pedestrians as elderly, the crossing time for elderly pedestrians is... Therefore, the time required at this time is T. g =t b =16s. When the monitoring identifies all pedestrians as middle-aged, the crossing time for middle-aged pedestrians is... Therefore, the time required at this time is t. c =14s. When the surveillance camera identifies all pedestrians as teenagers, the crossing time for teenagers is... Therefore, the time required at this time is t. d=15s. When the monitoring identifies pedestrians as either elderly or middle-aged, the minimum crossing speed between the two groups is taken. Therefore, the elderly group's crossing speed is used as the reference, and the pedestrian crossing time is... Therefore, the time required at this time is T. g =16s. When the monitoring identifies pedestrians as either elderly or teenagers, the minimum crossing speed between the two groups is taken. Therefore, the crossing speed for the elderly group is used, and the crossing time is... Therefore, the time required at this time is T. g =16s. When the monitoring identifies pedestrians as either middle-aged or teenagers, the minimum crossing speed between the two groups is taken. Therefore, the crossing speed for teenagers is taken as the crossing speed for this group, and the crossing time is... Therefore, the time required at this time is T. g =15s. When the monitoring identifies pedestrians as elderly, middle-aged, or teenagers, the minimum crossing speed among the three is taken. Therefore, the elderly group is chosen as the crossing speed at this time, and the pedestrian crossing time is... Therefore, the time required at this time is T. g =16s, and so on.

[0062] Then construct the loop condition:

[0063] Step 1 of the loop: Set up a waiting area at the pedestrian crossing. Assume the waiting area is a = 3m wide and b = 3m long. Based on the pedestrian space occupancy mentioned in "Research on Pedestrian Crossing for Safety Improvement," the dynamically occupied space by pedestrians can be taken as 1.7m. 2 The area of ​​the waiting area is T = a * b = 9m. 2 Therefore, when the waiting area is theoretically full, the number of waiting pedestrians is

[0064] Step 2 of the loop: Assume that the number of pedestrians waiting in the waiting area on both sides of the crosswalk is R1 = 5 and R2 = 1, and record the time t that the pedestrians spend waiting in the waiting area. w =40s.

[0065] Step 3 of the loop: Based on the average waiting time of pedestrians at red lights mentioned in "Study on Pedestrian Crossing for Safety Improvement", we can take the average waiting time of pedestrians at red lights at intersections as 51.54s, rounded to t0 = 50s, and assume that the undetermined coefficient δ is a value of Therefore, the logic for determining the first triggering condition is as follows:

[0066] Current waiting time t w It does not satisfy t w If the condition = 40s≥t0 is not met, then the first triggering condition is not met.

[0067] Current waiting time tw =40s≤t0=50s, and the number of people in the waiting area is found. One person meets the condition, and R2 = 1 person does not meet the condition. Therefore, the condition is satisfied when the number of people in the waiting area R1 ≥ δ·R max Or R2≥δ·R max Then the first triggering condition is also satisfied.

[0068] Step 4 of building the loop:

[0069] The position of the leading vehicle in all lanes is determined using position sensors. Since the position of the leading vehicle in all four lanes is determined to be within the determination area using position sensors, it is determined that the second triggering condition is not met.

[0070] Record the distance from the position of the first vehicle in the lane within the judgment area to the pedestrian crossing. Assuming the distances from the first vehicle's position to the pedestrian crossing are identified using position sensors, they are: D1 = 224m, D2 = 220m, D3 = 180m, and D4 = 200m, where D... x The subscripts in the calculation are 1, ..., 4. The calculation determines the time required for the leading vehicle in each lane to pass through the pedestrian crossing at a constant speed within the designated area. Calculate the time required for the first vehicle in each lane to cross the pedestrian crossing at a constant speed within the designated area. Where x is a natural number taking the values ​​1, 2, ..., 4, and v takes the values ​​1, 2, ..., 4;

[0071] T v-min =15.68s and pedestrian crossing time T g In contrast, let's assume the time it takes for a pedestrian to cross the street is T. g =t b When the time is 16s, it is found that T is not satisfied. v-min ≥T g This condition, namely: T v-min =15.68s≤T g =16s, pedestrian crossing is deemed unsafe. At this point, the second trigger condition is not met. The theoretical travel time T of the lead vehicle is given. v-min <T g If the second trigger condition is not met, the speed and distance data need to be updated cyclically until the theoretical travel time of all lead vehicles meets T. v-min ≥T g The loop continues until the second trigger condition is met, at which point it exits.

[0072] When both the first and second triggering conditions are met, the pedestrian green light duration is set to T. g The vehicle turn signal light illuminates yellow for 3 seconds before turning red, while the pedestrian turn signal light turns green after 3 seconds.

[0073] In addition, to avoid the situation where the pedestrian crossing light is always green, the S1 step will only restart after a set time interval (e.g., 25 seconds) after the pedestrian crossing light turns green each time.

[0074] like Figure 3 As shown in the figure, this embodiment of the invention also provides a pedestrian crossing signal control system based on pedestrian and vehicle posture, the system comprising:

[0075] The vehicle information collection module 100 is used to collect the speed and position data of the leading vehicle in each lane;

[0076] Pedestrian detection module 200 is used to detect the presence of groups waiting to cross the street;

[0077] Group type recognition module 300 is used to identify pedestrian types;

[0078] The pedestrian crossing time calculation module 400 is used to calculate the pedestrian crossing time T for groups. g ;

[0079] The waiting number statistics module 500 is used to monitor the number of people in the waiting area (R1, R2) and the waiting time (t). w ;

[0080] Condition 1 determination module 600 is used to determine whether the first triggering condition is met;

[0081] Condition 2 determination module 700 is used to determine whether the second triggering condition is met;

[0082] The signal control module 800 is used to control the switching of traffic lights when both types of triggering conditions are met.

[0083] The above description only details the preferred embodiments of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0084] It should be understood that although the steps in the flowcharts of the various embodiments of the present invention are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the various embodiments may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0085] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments described above. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory can include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory can include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and RAMbus dynamic RAM (RDRAM), etc.

[0086] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the disclosure in the specification and embodiments. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and embodiments are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the claims.

Claims

1. A method for controlling pedestrian crossing signals on road sections based on pedestrian and vehicle postures, characterized in that, The method includes the following steps: S1. Determine the length L1 of the upstream and downstream determination areas of the pedestrian crossing; S2. Real-time collection of instantaneous speed and position data of the leading vehicle in each lane before the pedestrian crossing. Based on the above data, calculate the time required for the leading vehicle in each lane to pass through the pedestrian crossing at its own constant speed within the judgment area, denoted as {T}. v }; S3. Determine if there are waiting groups of pedestrians on both sides of the crosswalk: If not, the green light phase for vehicles will be maintained or extended, and the process will end. If it exists, proceed with the next steps; S4. Based on image recognition technology, determine the type of pedestrian crossing group; the group type includes non-motorized vehicle group, elderly group, middle-aged group and youth group; S5. Obtain the length H of the pedestrian crossing, and calculate the time T required for the group to fully cross the street based on the type of pedestrian crossing determined in step S4. g ; S6. Determine the maximum number of people R that can be accommodated in the waiting areas on both sides of the pedestrian crossing. max Real-time monitoring of the number of people waiting to cross the street on both sides of the pedestrian crossing, R1 and R2, and the waiting time t. w ; S7. Set a reasonable waiting time threshold t0, and compare t0 with the threshold. w And t0, and the current number of people waiting R1, R2 and R max The size relationship is used to determine whether the first trigger condition for pedestrian crossing is met; S8. Find the set of headway times for all lanes within the judgment area {T} v The minimum value T in} v-min And the time T required for the pedestrian group to completely cross the street. g By comparing T v-min With T g The size relationship is used to determine whether the second triggering condition for pedestrian crossing is met; S9. The pedestrian crossing signal phase is switched from red to green only when both the first triggering condition and the second triggering condition are met.

2. The pedestrian crossing signal control method based on pedestrian and vehicle posture according to claim 1, characterized in that, In step S1, the design speed V of the road is determined according to the road type. 设 And combined with the maximum pedestrian crossing time T g-max Determine the length L1 of the upstream and downstream judgment areas of the pedestrian crossing.

3. The pedestrian crossing signal control method based on pedestrian and vehicle posture according to claim 1, characterized in that, In step S2, the real-time position data and instantaneous speed data of the leading vehicle in each lane before the pedestrian crossing are collected by the vehicle information collection module.

4. The pedestrian crossing signal control method based on pedestrian and vehicle posture according to claim 1, characterized in that, In step S4, the standard crossing speed for each type of pedestrian group is set as follows: non-motorized group v a elderly pedestrians v b Middle-aged pedestrians v c Youth group pedestrian v d .

5. The pedestrian crossing signal control method based on pedestrian and vehicle posture according to claim 4, characterized in that, In step S5, the street crossing time T g The calculation method is as follows: take the slowest crossing speed v among the pedestrian crossing groups. min According to the formula Calculations show that This is the floor symbol.

6. The pedestrian crossing signal control method based on pedestrian and vehicle posture according to claim 1, characterized in that, In step S6, the maximum number of people R that the waiting area can accommodate is... max Determined by the following formula: Where S is the area of ​​the waiting areas on both sides of the pedestrian crossing, and A is the space occupied by a single dynamic group of pedestrians crossing the street. This is the floor symbol.

7. The pedestrian crossing signal control method based on pedestrian and vehicle posture according to claim 1, characterized in that, In step S7, the determination logic for the first triggering condition is as follows: If the current waiting time is t w If ≥t0, then the first triggering condition is met; If the current waiting time is t w ≤t0, and the number of people in the waiting area R1≥δ·R max Or R2≥δ·R max If so, the first trigger condition is also met; where δ is a set coefficient.

8. The pedestrian crossing signal control method based on pedestrian and vehicle posture according to claim 1, characterized in that, In step S8, the determination of the second triggering condition includes: The position of the leading vehicle in each lane is obtained using position sensors; If none of the lead vehicles are within the judgment area, then the second trigger condition is met. If the lead vehicle is located within the judgment area, calculate its theoretical travel time T. v =D x V x D x V is the distance from the first vehicle to the pedestrian crossing. x This represents the instantaneous speed of the lead vehicle; If the theoretical travel time T of all lead vehicles v All satisfy T v-min ≥T g If so, the second triggering condition is satisfied; When both the first and second triggering conditions are met, the pedestrian green light duration is set to T. g The vehicle turn signal light illuminates yellow for 3 seconds before turning red, while the pedestrian turn signal light turns green after 3 seconds.

9. A pedestrian crossing signal control method based on pedestrian and vehicle posture according to claim 8, characterized in that, If there is a lead vehicle with a theoretical travel time T v-min <T g If the second trigger condition is not met, the speed and distance data need to be updated continuously until the theoretical travel time of all lead vehicles meets T. v-min ≥T g The second triggering condition is then determined to be met.

10. A pedestrian crossing signal control system based on pedestrian and vehicle posture, used to implement the method described in any one of claims 1-9, characterized in that, The system includes: The vehicle information collection module is used to collect the speed and position data of the leading vehicle in each lane; The pedestrian detection module is used to detect the presence of groups of people waiting to cross the street. The group type recognition module is used to identify pedestrian types; The street crossing time calculation module is used to calculate the group street crossing time T. g ; The waiting number statistics module is used to monitor the number of people (R1, R2) and waiting time (t) in the waiting area. w ; The condition-1 determination module is used to determine whether the first triggering condition is met; The second condition determination module is used to determine whether the second triggering condition is met. The signal control module is used to control the switching of traffic lights when both types of triggering conditions are met.

Images